Corso Garibaldi, Milan, September 2016
Milan Disused Rail Yards (Scali Ferroviari) Regeneration Master Plan Origin-Destination Flow Density An urban regeneration initiative involving large portions of Milan’s urbanized area. The city of Milan envisaged a Circle Line connecting all the redeveloped Scali and providing a better Public Transit for the entire metropolitan region. client
CZA Cino Zucchi Architetti FS Sistemi Urbani
location
Milan, Italy
year
2016
4
a 30 year review
This publication takes stock of exactly 30 years of Systematica’s work. Further to its foundation in 1989, Systematica has constantly transformed its way of approaching transport, through constant research, with the sole aim of fostering a better future, reaching higher living standards and seeking scientific evidence to underpin planning processes. Changes in mobility needs and demand, along with the introduction of new technologies and the mutation of urban contexts, have deeply contributed to transform the multi-faceted issue of transportation. Systematica has often kept up to the pace of said transformations, studying and developing tailor-made and site-specific mobility solutions. In this publication, Systematica’s work throughout the past 30 years is reconstructed, as its endeavour to transcend the limits of the traditional approach have accompanied the continuous transformations and revolutions in the realm of transport planning and mobility engineering worldwide. Systematica’s work is exhibited through a series of essays, based on keywords that characterize today’s challenges and domains that continuously transform transport. Systematica Srl Transport Planning and Mobility Engineering 5
A 30 Year Review Made in Milan by Systematica Srl © 2019 Systematica Srl All mobility studies presented in this book are developed by Systematica Srl. All rights reserved. Unauthorised use is prohibited. No part of this publication may be reproduced in any form or by any means without the written permission of Systematica Srl. Systematica Srl Via Lovanio 8 20121 Milan +39 02 62 31 19 1 www.systematica.net milano@systematica.net ISBN: 978-88-944179-2-0 Graphic design: www.parco.studio Printed in Milan in September 2019, by Litogì Srl
Systematica Srl Transport Planning and Mobility Engineering
6
Via Lovanio, 8 20121 — Milan Italy
t +39 02 62 31 19 1 milano@systematica.net www.systematica.net
Share Capital 100.000,00€ c.f — v.a.t. 03040720165 r.e.a Milan 1747318
Table of Contents
Transport Today: ● systematica in time p.10 ● a multimodal and integrated approach to mobility planning p.14 ● mobility planning involves various expertise p.16
Focus Areas: ● transport infrastructure p.22 Re-Giving Value to Time as a First Step Toward Peace VIetnam is Back on (Rail) Tracks
The Pearling Path in Muharraq: When Culture Promotes Sustainable Mobility Gdansk Young City: Reviving the Old Shipyard ● urban freight p.58 Moving Goods in Moving Cities ● parking assets p.62 Parking Assets: Beyond Transport, a Profitable Investment Opportunity New North Zealand Hospital: Matching Parking Demand to Supply
SS36: The Most Strategic ‘No-Toll’ Road Corridor of Italy
● walkable cities p.68
● smart and resilient cities p.34
Walking around Montparnasse
Changeable City Shapes
Dubai Business Bay: Prioritizing Improvement Interventions
Venice SUMP: New Mobility Opportunities for the “City of Canals” ● data analytics p.40 Diamond Project: Gender Inclusion in Transport Systems for H2020 ● intelligent transport systems p.44 Focus Interview: Giovanni Marroccoli, Operations & Managing Director of Lendlease Srl – Italia Milan Innovation District: the ‘MIND’ of New Mobility Paradigms
Making Tashkent Walkable
● crowd management p.80 EXPO 2015: Gateway to Italy Cortina 2021: How to Plan an International Event in the “Queen of the Dolomiti” A.S. Roma: A New Stadium for the Eternal City
Project Types: ● master plans p.100 ● transport hubs and stations p.102 ● high-rise buildings p.104 ● retail and shopping centres p.106 ● museums and exhibition centres p.108 ● hospitals and medical centres p.110
About Systematica: ● research on innovative mobility - transform transport p.112 ● worldwide involvement p.114 ● specialised software p.116 ● clients p.118 ● recent projects p.119 ● team p.123 ● contacts p.124
Grand Palais: Rediscovering the Original Architectural Symphony ● retail p.92 Vertical Transport in Shopping Malls: Bring Them Up! Wayfinding: Before Signage
● urban regeneration p.50 7
Santa Monica Piers, Santa Monica, July 2017
8
About Us
Established in 1989, Systematica is a transport planning and mobility engineering consultancy with its main office in Milan (Italy) and subsidiary offices in Beirut (Lebanon), Mumbai (India) and New York (USA). Systematica operates at multiple scales and provides a wide array of integrated consultancy services in the sectors of transport and urban planning, including national, urban and development-scale transport planning, strategic advisory and due diligence for infrastructure investments, traffic analysis and management, mobility engineering in complex buildings and events venues with a special focus on pedestrian flows, parking design, vertical transportation, and application of advanced infomobility systems and technologies. Systematica is committed to its statement and mission to deliver highly ethical and professional response, through Research and Development, for seeking new approaches and solutions for the ever-changing challenges of mobility and transport planning, put social inclusion on top priority, and search for sound engineering solutions to support sustainable growth.
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10
1993 1999
The “Floating Piers” di Christo on Iseo Lake (Italy)
Masdar City opens a Personal Rapid Transit (PRT) system with 2getthere
2005
Le Grand Pari de la Région Parisienne (France)
Shanghai Maglev Train is the first commercial highspeed maglev and fastest commercial high-speed electric train
Requalification project of Corso Como and Corso Garibaldi of Milano (Italy)
Sea Highways Master Plan (Italy)
2011
Genova Waterfront “Fresco” (Italy)
Electronic road pricing scheme introduced in Singapore
"Plan Maestro de la ciudad de Santo Domingo” (Dominican Republic)
CityLife Milano (Italy)
2017
1992
Jumeirah Central Development−Mall of the World Dubai (UAE)
Google begins developing the first driverless car
1998
2009
Expo 2015 Milano (Italy)
2004
2003
Urban plan of Montevideo (Uruguay)
Urban regeneration plan of the city centre of Praia (Cape Verde)
2010
1997
New Station “Centropadana” of the High Speed Line Milano−Roma (Italy)
Strategic infrastructural linkage “Stretto di Messina” (Italy)
2016
1991
Light rail transit network of the north metropolitan area of Milan (Italy)
2015
Systematica in time
Milano Innovation District−MIND (Italy)
Founding of the Congress for New Urbanism
2getthere's ParkShuttle at Rivium Business Park in Rotterdam is the first autonomous shuttle (GRT) system on public roads
Proposal accepted for Quayside, Toronto. The ‘Google city’ with robots, and outdoor spaces that adapt to weather
Coradia iLint, the first hydrogen powered train, opens to the public in Germany
Road and Transportation Master Plan for Gaza and West Bank
US Cities Mobility Research (USA)
The EU Sustainable Urban Mobility Plan (SUMP) guidelines are published
1990 1996
First bikeshare program using RFID technology− Bikeabout
2002
Tripoli and Benghazi Urban Mobility Master Plan (Libya)
Strategic urban plan of the metropolitan area of San Salvador, Tonacatepequ and Santo Tomas y Panchimalco (Dominican Republic)
Milano−Brescia Highway System PPP (Italy)
2008
1989 1995
Regione Lombardia PRQA−Regional Air Quality Plan (Italy)
Urban Exhibition Fair Complex of Milano (Italy)
Masdar City (UAE)
2014
Europa City Paris (France)
Uber and Lyft are competing for customers as electronic ride-hailing begins to become widespread
2001
CityMobil2 (European Union)
First GPS system completed, utilizing 27 fully operational space satellites
2007
2006
Central Market Development of Abu Dhabi (UAE)
High Speed Railway Line Milano−Napoli (Italy)
First carsharing introduced in Switzerland and Germany
2013
2000
Regione Lombardia Regional Railway Service Plan (Italy)
2012
The Channel Tunnel ‘Chunnel’ opens, linking Folkestone, Kent, UK with Coquelles, Pas-de-Calais France
Multi-modal transport regional plan of Sardegna (Italy)
2019
Strategic north road corridor of the metropolitan area of Milano (Italy)
2018
1994
Systematica History Transport Industry Milestones
National Transport Strategy and Master Plan of Malta
City VITAlity and Sustainabilty−CIVITAS initiative for cleaner and efficient transport in Europe
First MaaS scheme in Helsinki, Finland with Whim
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“The Floating Piers” by Christo Multimodal Accessibility Study Visitors walking on 3km-walkaway for “The Floating Piers”. Systematica develops the multimodal accessibility system for “The Floating Piers”, including around 60,000 one-way movements per day.
client
Floating Piers Srl
location
Lake Iseo, Italy
year
2015 - 2016
Roads
Harbour Logistics Airport
A Multimodal and Integrated Approach to Mobility Planning An integrated transport vision optimises design and resources while it improves the urban environment Sustainable transport solutions rely on the implementation of integrated strategies that involve multiple transport modes. Genova Waterfront Master Plan, developed with Renzo Piano Building Workshop, is one of the examples where Systematica worked on a multi-layered strategy, including the 14
relocation of the airport, the reorganisation of the harbour, and the introduction of new mass transit systems. The Master Plan also includes also national and local road network, parking structures, as well as cycling and pedestrian facilities.
Highway Metro Parking Railway
Pedestrian
Monorail
Cycling
15
Multi-purpose data gathering and field survey Available existing and future planning tools review Liaison with stakeholders Pedestrian spatial (utilisation, density, LoS) mapping and analysis
Transport infrastructure and supply mapping Public transport accessibility level mapping Study area and zone system definition
Mobility Planning Involves Various Expertise
Catchment area study and mapping Elevators configuration, floor layout and performance level calculation Decision tree modeling Socioeconomic analysis and performance indicators study Demand-based revenue estimation Demand elasticity analysis Parking generation Vision, priorities, targets and KPIs setting (high level and specific) Public transport design guidelines setting Accessibility and circulation system analysis Compliance with LEED certification requirements Queuing areas, walkways and stairs sizing and dimensioning Customers’ behaviour and preferred routes definition Signs type and location definition and sign design Supervision during construction and installation phases Population-based future traffic distribution Complex parking demand estimation Car parking strategy setting Complementary on-demand transport services definition Operational visitor mobility plan for venues and events development Operational assessment of new transport infrastructures/systems Traffic and parking management plans Supervision and management of event day operations Access and gate system dimensioning Peak load calculations and parking occupancy profiles Vehicular vertical transportation system analysis Queue analysis Recommendations on way-finding system Parking traffic management Pedestrian safety conditions Parking interiors Complex parking demand estimation
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National and Regional Transport Planning Urban Mobility Planning Feasibility Study of Transport Infrastructure Development Transportation Planning Traffic Impact Study Parking Traffic Engineering and Design Pedestrian Flow Analysis Vertical Transportation Appraisal Strategic Traffic and Revenue Advisory, and Due Diligence Wayfinding Planning and Spatial Analysis Crowd Management and Mobility Planning of Major Events
Every domain in transport and mobility planning shares activities that are in common with other domains. This enriches our practice and allows to have an integrated vision across multiple scales and challenges. As a result, it is possible to deliver tailor-made solutions in line with the complexity of our projects.
Travel demand forecast, multiple-approach trip generation and desire lines mapping Building program analysis and per-floor population estimation Multimodal and integrated GIS transport model platform implementation Multimodal macroscopic transport model Traffic modelling and simulation of parking areas Dynamic traffic modelling and simulation for pedestrian mobility Multi-scenario performance evaluation (MCA, SMCA and CBA) Financial and bankability analysis Sensitivity and risk analysis Design of major proposed interventions Integrated logistics plan development Delivery and waste strategy development Monitoring and evaluation plan development Promotion/ dissemination and marketing strategies preparation Competitive analysis and benchmark study on similar cases Guidelines for tenants’ optimised use of space and reduced undesired phenomena Compliance with local/international building regulations and design standards Principles and strategies setting for wayfinding planning Master planning of internal mobility networks (public transport, cycling, etc.) Shared parking benefit estimation Mobility information guidance systems and technologies Strategic visitor mobility plan for venues and events development Major event's management systems and info-mobility plan definition Crowd management schemes planning Support on the definition of evacuation plans Detailed parking engineering study Parking layout efficiency maximisation Internal geometrical and vehicle maneuvering requirements Parking Comfort Level Definition Parking access and revenue control system Internal signs design standard and floor lining Travel time analysis and catchment area mapping Vertical transportation system dynamic simulation Traffic-based revenue estimation during infrastructure lifetime
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Galeries Lafayette Pedestrian Mobility Plan and Study The Galleries Lafayette ‘Paris Hausmann’ department store. Systematica collaborates with the French Group developing pedestrian mobility studies and plans for several of its department stores in France. client
Grands Magasins Galeries Lafayette
location
Paris, France
year
2016 - 2019
Focus Areas
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22 34 40 44 50 58 62 68 80 92 21
Transport Infrastructure Allowing for the safe and efficient movement of people using a variety of modes in diverse settings
Transport Infrastructure continues to be a keystone in accommodating for future economic growth. The planning of transport infrastructure proves to be an invaluable process based on a comprehensive and evidence-based policy framework which aims at ensuring the sustainable growth of our cities. This growth seeks to guarantee all citizens a variety of mobility options while also improving 22
safety and security conditions, reducing air and noise pollution and, at the same time, enhancing the attractiveness and quality of the urban built environment and the public space. Transportation Infrastructure planning requires a rigorous and methodical approach in order to achieve a balanced multi-modal network and a well-integrated mobility system.
Chiari
Romano di Lombardia
Caravaggio
Focus Areas
Treviso
Orzinuovi Pandino
Offanengo
Soncino
Crema Verolanuova Bagnolo Cremasco Quinzano d’Oglio Castelleone
Soresina Pontevico Lodi
Castelverde Pizzighettone Casalpusterlengo
Codogno
SS415 Paullese Road Corridor Strategic Advisory client
Autostrade Centropadane
location
Lombardy, Italy
year
2017
Cremona Castelvetro Piacentino
23 Piacenza
Re-Giving Value to Time as a First Step Toward Peace A number of studies have aimed to estimate the benefits of peace between Israelis and Palestinians in terms of GDP per capita, however they have stopped after a few guess-estimates based on general assumptionbased calculations. Through the construction of a solid macroscopic-type gravity multimodal model for the existing transport network in the West Bank and Gaza Strip, peace cost was estimated in terms of saving of one of our most valuable productive needs: Time. The project was rigorously carried out by a consortium, led by Systematica, lasting 3 years, and within the framework of the Road and Transportation Master Plan of West Bank and Gaza Strip Project. The construction of the above modelling and measuring instrument is unprecedented in terms of empirical detail and comprehensiveness. The said model was constructed to replicate traffic distribution patterns on the current network for the base year, i.e. the current one, through extensive traffic counts, roadside interviews, and public transport on and off board interviews. Adequate sample sizes were collected to ensure that a robust modelling platform was obtained. Considering the wide array of output generated, two realizations are worth highlighting. The first is related to the model’s capacity to measure a relationship that is totally lacking today; in this case, we refer to a direct link between West Bank and Gaza Strip. Today’s complex modelling instruments are capable of simulating a relationship with a journey cost that is infinitely positive. This might have been a useful exercise for predicting expected trips between West and East Berlin in the 80’s, and could have perhaps anticipated the demolition of the wall by a few years! The second realization worth highlighting is the removal of the current permanent roadblocks, mainly located at border and crossing points and randomly placed for spot security checks. The uncertainty created by the roadblocks (mainly the latter type) has a huge effect on movement desirability, traffic patterns, and most significantly on the value of time. A “Do-Nothing” scenarios, using transport infrastructure terms, was constructed and compared to the baseyear scenario which resulted in huge benefits that the Palestinian citizens could take advantage of, if the above-mentioned obstacles were removed. More simply put, taking steps to eliminate the current unacceptable, abnormal, and controlled situation. Generalized cost saving was estimated around €100m annually with a potential 1% increase in traffic (in addition to natural traffic growth), and an 11% reduction in time loss on the network. In regards to public transportation, an increase 24
in distances travelled using the public transport system was registered, with a decrease in time of around 14%. Research on the value of time in a complex territory, like this case, is ongoing and represents a crucial step in bringing normalcy back to fragmented territories. Daily impediments have de-valued time. Increased uncertainty regarding travel times has led to a physical problem regarding routes, which in turn leads to increased traffic distribution and congestion levels. The value of time might be anchored in economic aspects (such as income, purchase power, willingness to pay, etc.), but it also represents freedom when returning time to those who have a right to own it brings dignity back to human kind and eventually constitutes a first step towards peace.
A local road in Jalame, at the Northern Crossing Point with Israel.
keyfacts project
Road and Transportation Master Plan of West Bank and Gaza Strip
date
2013 - 2016
client
MoT - Ministry of Transport of Palestine on behalf of PNA - Palestinian National Authority
end client
EIB - European Investments Bank
location
West Bank and Gaza Strip
service
National and Regional Transport Planning
short description
The unprecedented, multimodal and integrated transport master plan aims at equally incorporating West Bank and Gaza Strip into a single and united framework. It includes road, rail, maritime, and public transport, with a focus on the key-aspects of logistics and border crossing.
Transport Infrastructure
Removing road blocks from Palestinian roads would allow for around €100m/year in savings
A second-class road in Al Ram, in the proximity of Qalandiya Checkpoint.
Jenin Qabatiya Tulkarm
Tubas NABLUS
Qalqiliya
Salfit
Jericho EAST JERUSALEM
Road Blocks and Check Points along West Bank Road Network = main roads = checkpoints = road blocks and impediments
Bethlehem
Tarqumiya GAZA CITY
HEBRON
Deir al Balah Khan Younis Rafah
25
Vietnam is Back on (Rail) Tracks Following the launch of an important reform program that began in the 1980s, Vietnam has been experiencing remarkable economic development that has turned the country from one of the poorest in the world into one with a middle-income economy. During the last decade, thanks to the country’s economic growth, poverty decreased significantly while domestic transport demand and passenger traffic increased, creating higher rates of energy demand and consumption. The need for improved mobility was felt throughout the entire country, from the largest cities of Hanoi, Ho Chi Minh, and Da Nang on the coast, to rural areas where, paradoxically, the highest densities are registered. Indeed, Vietnam has a peculiar settlement structure: out of the total 91 million inhabitants, only 28% live in the city while the rest spread across large rural areas characterized by density levels over 1,000 inhabitants/km2. It is evident that the largest part of Vietnamese population lives in the countryside, therefore, the development of a strong and extensive transport sector is of crucial importance for the socio-economic growth of Vietnam. Modernizing the existing transport network, by distributing resources and strategic interventions among the various sub-sectors, would increase the accessibility of rural populations to more countrywide opportunities and reduce freight and logistics transport costs. Having to face such an important increase in transport demand, the Vietnamese government doubled its investments in transportation, confirming the critical position of the sector. Currently, Vietnam has a multimodal transport network consisting of roads, railways, rivers and waterways, seaports and airports. Among the diverse modes, roads represent the backbone where the largest share of trips occurs, mostly by car and private motorcycle. On the contrary, rail transport today is very limited and there exists an urgent need for its rehabilitation at national, regional, and urban scales. Studies were carried out in the realm of rail renewal. The main objective assesses the feasibility of a new high-speed and high-capacity rail connection along the coast, linking Hanoi with Ho Chi Minh and major cities in between, and realizes the first two UMRT (Urban Mass Rail Transit) networks in Hanoi and Ho Chi Minh. The Vietnam and Hanoi Railway Accessibility Study is a key component of the wider strategy undertaken with the aim of providing Vietnam with a modern and efficient railway network. Specifically, it aims to define a set of accessibility improvement measures that are crafted based on international best practices in South-East Asia, China, and Japan; especially conceived for the most critical transport nodes of Hanoi, where a new high26
speed station is envisaged based on a study conducted by JICA in 2011. The accessibility study starts with the analysis of the current situation, in terms of transport supply and mobility demand, and embeds the related forecasts for future scenarios on the role of the new high-speed railway station, not only as hub within the broad mobility chain, but also as a new urban node. The future high-speed station in Hanoi will be located midway between two contrasting urban contexts: Dong Da district (west) and the French Quarter (East). The former is a residential area where low-income residents live with precarious health conditions and without proper infrastructure or direct connections to the rest of the city. On the contrary, the latter is a mixed-use district, where dwellers coexist with workers, sharing a more pleasant and connected urban realm. Through spatial investigations of the layout for the planned station (along with park and ride studies, isochronal, public transport and multi-modal accessibility analyses at wide area) this study has defined multiple goals. The main ambitions include granting the highest level of accessibility to the planned Hanoi high-speed station in order to support its twofold role, acting as the northern gate to Vietnam - at the international, national, and regional scale, and stitching together a once-divided urban space at the city scale. Once again, transportation and mobility prove to be backed by a manifold rationale, implying both economic and social benefits as well as spatial improvements.
keyfacts project
Vietnam and Hanoi Railway Accessibility Study
date
2017 - 2018
client
MoT - Ministry of Transportation of the Socialist Republic of Vietnam
end client
Italian Trande and Investment Agency
location
Hanoi, Vietnam
service
National and Regional Transport Planning
short description
This Accessibility Study is focused on Hanoi’s proposed new high-speed railway station. It has the overall objective to provide accessibility improvement measures to be adopted during the implementation of Hanoi’s future high-speed railway station.
Transport Infrastructure
Hanoi New HS Railway Station
Hanoi: Public Transport Accessibility Level with Long-Term Planned Network
Future Situation
Hanoi Railway Station: Public transport accessibility in the current situation
Hanoi Railway Station: Public transport accessibility in the future situation
This Accessibility Study is a key-component of a wider strategy undertaken to provide Vietnam with a modern and efficient railway network 27
Vietnam and Hanoi Railway Accessibility Study Rail tracks in Hanoi. Vietnam is currently refurbishing the national railway network. Systematica is part of this renovation process, working on the accessibility plan for the planned High-Speed rail station in Hanoi. client
Italian Trade & Investment Agency
beneficiary
Socialist Republic of Vietnam Ministry of Transport
location
Hanoi, Vietnam
year
2017 - 2018
SS36: The Most Strategic ‘No-Toll’ Road Corridor of Italy “Quel ramo del lago di Como, che volge a mezzogiorno…” This is the beginning of Alessandro Manzoni’s wellknown novel “I Promessi Sposi” (The Betrothed), in which the writer paints a stunning image of Lecco and its surrounding area with his words. Definitively written between 1840 and 1842, it is a journey through art, history, and literature from Milan to the lakeside city of Lecco. The book is considered one of the pillars of Italian culture. Even in present day, Milan and Lecco still maintain this strong connection, enhanced by daily commuters that travel between the cities every day. In addition to commuters, there are those who travel between the two cities on the weekend to escape the bustle of the city and spend a few days of relaxation or adventure in the natural Lecco landscape. Because of these travelers, the road connecting the two urban polarities is a fundamental element of these multivariate systems. The SS36 road corridor, named “del Lago di Como e dello Spluga”, starts from Milan and runs through the Brianza region to the north of Lecco, reaching the “Passo dello Spluga”, which is at the Swiss border. Covering a length of 150km, the road acts as the primary artery from Milan to Lecco, a secondary connection from Lecco to Colico, and a mountain route in the last stretch of road towards Switzerland. The strategic role of the SS36 is also confirmed by the amount of traffic along the route making it the second busiest road of the entire Lombardia Region, just after the A4 “Torino – Venezia” motorway. ANAS, the National Autonomous Roads Corporation, an Italian government-owned company responsible for the construction and maintenance of Italian motorways and state highways under the control of Italian Ministry of Infrastructure and Transport, spends millions of euros of public money every year for the maintenance and repair of its infrastructural assets. In 2016, ANAS decided to adopt a different approach to tackle the issues related to road management, moving from an event-based approach to a more structured planning and prevention methodology. Systematica was therefore appointed to support the team and develop a technical and economic feasibility study as part of the Extraordinary Plan for Improvement and Requalification of SS36. 30
The goal of the project was to define a prioritized list of refurbishment projects and maintenance interventions to be financed by the Italian Ministry of Infrastructure and Transport. It aimed to improve the overall level of safety and security of the road corridor, while at the same time, ensuring an optimal level of service and minimizing the inconveniences and circulation interruptions caused by those interventions. Systematica carried out a large survey campaign in order to verify and evaluate all the issues and criticalities of the road, supported by ANAS’s operative team that, thanks to their knowledge of the entire route, provided valid assistance to the interventions’ definition. In order to support an economic evaluation from the social perspective - aimed at estimating the economic benefits as result of the interventions - Systematica updated and utilized the Lombardy Region Traffic Model, to test and compare the projected situation with the actual one using indicators related to the amount of traffic, time saved, and safety and security parameters. These indicators support the definition of the interventions and their priorities, and identify the reference year in which it would be possible to reach the balance between the costs of the road interventions and the benefits to users and surrounding areas.
keyfacts project
SS36 Road Feasibility Study
date
2016
client
ANAS - Azienda Nazionale Autonoma delle Strade
location
Lombardy, Italy
service
Feasibility Study of Transport Infrastructure
short description
This Feasibility Study is focused on SS36, the road corridor connecting Milan to Como Lake. It has the overall objective to provide ANAS (Italian Agency for Highway Construction and Management) with a technical and economic feasibility study defining a prioritized list of refurbishment projects and maintenance interventions to be financed by the Italian Ministry of Infrastructure and Transport.
Transport Infrastructure
SS36 Road Feasibility Study client
ANAS - Azienda Nazionale Autonoma delle Strade
location
Lombardy, Italy
year
2016
31
Road Interventions and Priorities Are Defined With Useful Reference Years to Reach CostBenefits Balance
The project aims to improve the overall level of safety and security of the road corridor, while ensuring an optimal level of service and minimizing the inconveniences and circulation interruptions caused by those interventions. client
ANAS - Azienda Nazionale Autonoma delle Strade
location
Lombardy, Italy
year
2016
Transport Infrastructure
SS36 Road Feasibility Study
Smart and Resilient Cities The development of a cyclical and adaptive planning process for an efficient urban system
The concept of smart, resilient and adaptive cities blends the steps of the traditional planning process that previously followed a rigorous and lengthy sequence of events – planning, design, implementation, operation, testing, and validation – and creates an interdisciplinary process that generates iterative and cyclical systems of data extraction and adaptation in real time. We, as transport planners, need to implement a system that 34
is able to adapt to changes. The planning process is evolving from a more linear and rigid approach to one that is more cyclical and adaptive. The creation of these resilient cities through smart mobility solutions has the ability to optimize infrastructure, connect remote and distant areas, promote ‘suburbanism’ and transform the city into a responsive platform that adapts to different functions, habits, and demographic constituencies.
Focus Areas
Moscow River Regeneration Plan client
Project Meganom LTD
location
Moscow, Russia
year
2014
35
Changeable City Shapes “Changeable City Shapes” is research on cities conducted by Prof. Fabio Casiroli, the founder of Systematica who passed away in 2015. The research is aimed at exploring the different shapes that cities take at different times of the day. Shapes that are influenced by the available modes of transportation and areas that are accessible at different periods by distinct private and public transport modes. For this reason, Casiroli firmly believed that the city shape is not a static element and is therefore continuously subject to expanding and shrinking processes. Abstract city shapes, defined as the area covered by any given transit mode at any given period, are influenced by travel times and purposes. Traveling at different times of day, in different cities, with different transit modes, results in different city shapes which vary significantly from one city to another. The lessons learned and conclusions made from Casiroli’s research on the relation between time and city form are many. They are often rooted in the historical evolution of cities and the degree to which planners and decision makers believed and invested in public and private transit infrastructure in cities. The various degrees of investment reflect a long-rooted mobility culture that has characterised and distinguished many cities, including many North American, European, and far Eastern cities. The cited research that cities with a long history of investment into Public Transportation such as Tokyo, London and others show very different forms (compared to cities such as Los Angeles and other car dependent cities) proves Casiroli’s conclusions. Changing forms and their vulnerability are also a result of urban growth patterns, congestion levels, and service availability within a city. This research, along with other studies, sheds light on the importance of coordination between public and private transport networks and the significant results that emerge from their union. The study’s findings are rooted in Casiroli’s approach and philosophy, both characterized by his unconstrained frame of reference and unconditioned precepts, and confirmed by his concluding statement regarding Milan, his adored hometown: “Different times of day, different modes of transport, different city shapes. Milan still remains the same, but its functional form changes, never coinciding with its administrative limits. The lesson remains: widen your view beyond all borders.”
36
Above: Milan, Working weekday, 8 AM. In the lower map, the highlighted area shows the size (and shape) of the city, based on the number of people who can reach the city centre by car within 45 minutes. In the upper map, the highlighted area shows the size (and form) of the city based on the number of people who can get to the central districts at the same time of day, by public transport. Opposite: Passengers in the underground, Milan. In 2015, 113.6 million passengers travelled by underground in Milan; the number of passengers is constantly growing.
keyfacts project
Changeable City Shapes
date
2008
location
Milan and other European Case Studies
service
Urban Mobility Planning/ Research
short description
Fabio Casiroli, Systematica’s Founder, developed this Research to analyse the effects of Movement and Time on city shapes. The results are published in the book “Khronoplis. Accessible City, Feasable City, Idea Books, 2008”.
Smart and Resilient Cities
Different times of day, different modes of transport: different city shapes. The city is the same, but its shape changes 37
Participatory approach and regular monitoring are seen as two essential components of the Venice SUMP
38
Venice SUMP (Sustainable Urban Mobility Plan) client
Municipality of Venice
location
Venice, Italy
year
2019
The development of a long-term strategic mobility plan of any urban agglomeration such as the Sustainable Urban Mobility Plan (SUMP), which is aimed at responding to the mobility needs of people and businesses while improving quality of life, represents a challenging task. It becomes even more challenging if the city in question is Venice, by far one of the most popular tourist destinations in Europe. More than 10 million tourists visit Venice - often referred to as the most beautiful city in the world – every year. The unique and fragile “City of Canals”, virtually unchanged for more than 600 years, acts as a rich centre for museums and historical buildings of great artistic and cultural importance. Venice is characterized by some of the highest infrastructural indexes in Italy. Its territory includes an articulated network of different infrastructural assets such as High Speed railway corridors, strategic road systems, an international airport, and port and logistics structures. The international airport “Marco Polo” of Venice is the third Italian airport hub with over 1,000 weekly connections to major national, European and intercontinental destinations. The Port of Venice is one of Italy’s main ports in terms of volume of commercial traffic and represents one of the main cruise ports of the Mediterranean, with about 1.5 million passengers a year. The city, in addition to being a global tourist hub, encompasses elements within its territory that guarantee a strategic role not only at the metropolitan and regional, but also at the international scale. Setting a long-term and sustainable vision through an integrated approach in order to take account of wider societal costs and benefits, passes beyond the necessity to create a tight dialogue among all patterns that intertwine within the territorial fabric of Venice. This generates a level of complexity, which is unique worldwide: the tourist dimension, inextricably linked to the present and future of Venice; the productive dimension, with Porto Marghera represents an asset for unavoidable development; and systematic mobility, directly linked to jobs and a growing university component. Moreover, the SUMP of Venice is set to be a “resilient” strategic planning instrument, able to provide a future proofing approach to planning and encompass the most relevant global development trajectories of the current and future mobility industry. These development
trajectories include: sharing schemes and Mobility as a Service (MaaS) models, driverless mobility, connected systems, e-mobility, ITS and innovative info-mobility systems, intelligent/cognitive infrastructure. Participatory approach and regular monitoring are seen as two essential components of the Venice SUMP. Through the effective involvement of citizens and stakeholders and coordination among sectors for both policies and strategic visions, the plan is able to guarantee consistency and avoid any diseconomy in terms of implementation plans and actions. Vision building, objective setting and policy/measure selection are the most crucial phases of the overall structured process of any SUMP. The SUMP of the City of Venice sets 17 macro-objectives – from which a large array of specific objectives are generated. These are grouped based on four main areas of interest: a. effectiveness and efficiency of mobility systems b. environmental and energy sustainability c. safety of road-based transport sectors d. socio-economic sustainability The intense urban development of the central area of Mestre, the extension of the international airport with its new railway connection and the nearby “Tessera” development (which include the new F.C. Venezia Stadium and a relevant retail component), the High Speed railway station of Mestre, the development of Marghera Port and the related brownfield opportunities, the relocation of the Cruise Terminal and the management of massive tourist flows – these are all changing the territorial structure and dialogue between the historic city and mainland. The last aspect, in particular, is one of the most complex challenges to tackle. Tourism is a theme that is part of a wider set of integrated governance policies, among which include, the establishment of a dedicated “smart control room”, the introduction of tourist mobility hubs, the introduction of the integrated mobility pass 24 for the Venice metropolitan area, and the application of restriction policies to daily tourist movements.
keyfacts project
Venice SUMP (Sustainable Urban Mobility Plan)
date
2019
end client
Municipality of Venice
location
Venice, Italy
service
Urban Mobility Planning
short description
Developing of the Urban Sustainable Mobility Plan of the Municipality of Venice (SUMP) and of the Urban Traffic General Plan (PGTU) of the Municipality of Venice, including the Urban Public Transport Plan (PTPU).
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Smart and Resilient Cities
Venice SUMP: New Mobility Opportunities for the “City of Canals”
Data Analytics Using data as an analytical tool to inform the continuous and future development of cities
Today, available mobility data has revolutionized the approach to traffic engineering transforming transport planning into a more proactive and specific field of work. This evolution defies the more traditional static approach to traffic engineering, which depended on generic casestudy based manuals, which often contradict the very concept of forecasting, as they base expected future behaviour on evidence from 40
the past. Properly analysed data has the capability to unveil the potential of any asset and reveal its benefits. The approach to urban analytics is a breakthrough in its capacity to transform specified information into an asset that can be utilised as an analytical tool to anticipate integrated cause-and-effect mechanisms that continuously feed into future forecasting processes.
Focus Areas
US Mobility Research Study location
Los Angeles, USA
year
2018
41
DIAMOND Project: Gender Inclusion in Transport Systems for H2020 The rising demand of public transport services and infrastructure requires the design of effective and sustainable mobility strategies to improve the quality of life. Following this trend, one of the most promising transport planning approaches is based on the integration of multidisciplinary knowledge and skills derived from urban studies, social sciences and computer science. Thanks to the recent development of advanced ICT-Information and Communication Technologies, and because of the increasingly available digital data sources, Big Data is becoming a valuable tool for decision makers by unveiling hidden mobility patterns within cities. Following these developments, Systematica joined the H2020 research project DIAMOND [https:// diamond-project.eu/], funded by the European Union. The main objective of the project is to turn data from different sources into actionable knowledge for addressing gender-specific needs in current and future transport systems. The project is a collaboration between 8 European Countries and includes 14 partners ranging from academic research groups, private companies and associations involved in transport and gender issues. Following the recent development of international policies and best practices (e.g., Women in Transport - EU Platform for Change; APEC Women in Transportation), the project aims to combat the unequal opportunities for women in the transport sector as both users and employees. Within the DIAMOND Project, Systematica is leading innovative research activities aimed at collecting largescale disaggregated data to support the design of gender-equitable and inclusive transport systems. The project focuses on four case studies related to: public transport infrastructure, autonomous vehicles, bicycles sharing and corporate social responsibility and employment. Data is selected, sorted and filtered by combining several datasets and indicators: territorial, socio-demographic and mobility geospatial datasets, universal design indicators from observations, usergenerated data from social media and end-users needs
42
and expectations collected through focus groups and surveys. The Project is ongoing, however, in later stages data analytics will be based on Neural Networks, Machine Learning techniques and GIS-Geographic Information Systems. It will be aimed at defining a hierarchical model for the design parameters influencing the inclusion of women, while combatting the intrinsic barriers in public transport infrastructure, and supporting the development of an interoperable and user-friendly toolbox for fairness, self-diagnosis and decision support in transport planning.
Systematica is leading innovative research activities aimed at collecting large-scale disaggregated data to support the design of gender-equitable and inclusive transport systems
keyfacts project
Revealing Fair and Actionable Knowledge from Data to Support Women’s Inclusion in Transport Systems- DIAMOND Project
date
2018 - 2021
funded by
Horizon 2020 - EU Framework Programme for Research and Innovation
location
European Union
service
Research
short description
A research project to turn data into actionable knowledge towards inclusive transport systems from the perspective of gender. Data will be used to unveil mobility behavioral characteristics of women as users of transport services and as employees in the sector.
Development Data AnalyticsTransportation Planning
Barcelona: ratio of elderly residents
Barcelona: ratio of female residents
Barcelona: roads and points of interest
Barcelona: population density
Barcelona: roads and public transit
Barcelona: roads and parking
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Intelligent Transport Systems Technology as a tool to increase the efficiency, multimodality and sustainability of transport network
Intelligent mobility consulting requires an innovative, well-rounded, and multi-modal approach in order to address both regional and local scales. It seeks to develop cognitive mobility systems for optimizing private traffic management schemes, public transport systems, establish efficient sharing schemes, offer on-demand services, encourage walkability and regulate parking. Modern transport systems are based on a comprehensive provision of intelligent mobility infrastructure, coupled with 44
a large array of smart, green mobility services. This results in an increasingly shared approach to transportation with positive outcomes in the form of less traffic, improved environmental quality, and new business opportunities. Planning intelligent systems is also charged with providing time-proof technologies that are responsive and adaptive to possible disruptions and evolutions: like the driverless revolution, for instance, that will continue to pose questions regarding our toolkit and engineering principles.
Focus Areas
CityMobil2 client
European Commission
location
Oristano, Italy
year
2011 The image is CityMobil2 project in Leon, Spain.
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MIND: Milan Innovation District client
Lendlease S.r.l.
location
Milan, Italy
year
2017 - 2019
46
Parco della Scienza del Sapere dell’Innovazione – The “Urban Regeneration” Project of the former Area Expo Milan 2015
I: The Post Expo district suggests a place of experimentation, an engine of innovation and an incubator for the city of the future. In your opinion, what element most supports this idea, and on the other hand, what is the most worrying about this innovative vision?
think of cars not as a personal asset but as a service to people. From a commercial point view, I think that this is just one of many elements that will contribute to the value of the site, as the success of operations will depend on our capacity to make the mixture composed of multiple ingredients “explosive”.
GM: The main element of the Expo Area is the creation of a place where subjects that represent excellence in the sectors of science, technology, education, health, biotechnology, pharmaceuticals, nutrition, and knowledge-based economy will go to operate. The synergy and collaboration between different subjects of excellence in their field, in an urban space designed and conceived as a place of ideas and innovation, will produce what is necessary to make this district the incubator for the city of the future, new technologies, and new generations. I do not believe that there are worrying aspects, maybe only the ability of all stakeholders to look at this project as a unique and unrepeatable opportunity for the city of Milan, to project into the future according to innovative logic also in the field of environmental and social sustainability.
I: What solutions are you planning to implement to encourage the use of alternative mobility and to make this new urban district a virtuous example of sustainable development?
I: The site is among the first “car free” districts, characterized only by electric mobility, and an experimentation desk for the application of autonomous driving vehicles. From a commercial point of view, how do you imagine this will affect the value of the areas? GM: I believe that sustainable mobility is a topic to be addressed on a large scale and that this site can represent a pilot project in the sector. The on-site experimentation may produce greater awareness on the possibility to think about the world of transport in a different and sustainable way. It will therefore be possible to demonstrate that electric cars with autonomous driving can reduce CO2 emissions, and to
GM: In this site people will be encouraged to have a sustainable approach to the world of transport. Autonomous driving, for example, is not just innovation and technological curiosity, but can change the way to think about the car. The offer of transport by rail, already present in the area, will increase while the parking will be reduced to a minimum. The area will be pedestrianized with connections to existing cycling networks. The site will be permeable to the city with pedestrian connections facilitated and mechanized. The most sustainable choices will be accompanied by efficiency and comfort. The project has a horizon of 99 years, which is a concession period. In the last 30 years, the technological innovation has changed our way of life. Even if we do not know what the future holds, this site holds all the prerequisites for the project to guide the processes of change (up to thinking that it is the first district to be served by Hyperloop technology, already our partner in the initiative). Opposite: Aerial image of Expo Area in 2018, after almost all of the EXPO 2015 infrastructures have been dismantled.
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Intelligent Transport Systems
Focus Interview: Giovanni Marroccoli, Operations & Managing Director of Lendlease srl – Italia
Milan Innovation District: the ‘MIND’ of New Mobility Paradigms MIND, which stands for “Milan Innovation District”, is one of the most important European urban regeneration projects under construction today. Systematica has planned and designed all mobility/accessibility - related aspects for the project. MIND will be a new urban polarity of Milan, around 1 million sqm of total GFA - at full development capacity - and 460,000 sqm of public parks, mainly focused on science, research and technology and envisaged to become one of the most radical international hubs of innovation. This eco-system of innovation is the result of a conversion process, currently underway, of the 110Ha site that hosted the Universal Expo 2015, an extremely successful international event with more than 22 million visitors in 6 months, increasing tourism by around 35% and resulting in € 10 million in revenue. Today, MIND is a dynamic regeneration project characterized by the coexistence of different uses and implementation phases: apart from all temporary uses, the Human Technopole (an international research lab on bio-genetics) is already operational. The new IRCCS hospital and research centre, Galeazzi, is under construction, and the scientific campus of the University of Milan will be opening its doors to more than 20,000 students in 2023. Lastly, an articulated mix of private functions among which offices, residences, startups, living and social innovation labs and education/ edutainment facilities will enrich this innovative district. From the urban perspective, one of the main goals of MIND is to explore and test future models of living as well as future paradigms of moving, mobility being the dimension that best explains the functioning mechanism of our cities and the internal relations underneath. With this, MIND plans to act as an international test-bed of the most revolutionary and pioneering technologies and mobility solutions. The key challenge to tackle will be converting a visitor-oriented site, designed for Expo 2015, into a community-based district, made up of a large variety of permanent uses. The MIND mobility plan revolves around the principles of walkable user-centric development and it is shaped by an effective Mobility as a Service (MaaS) model, including 48
the provision of e-mobility solutions, demand-responsive systems, intelligent-cognitive infrastructures and future proofing-adaptive transport assets. The strategic mobility plan specifically devised for MIND includes a well-integrated and calibrated set of innovative transport systems and services. A GRT (Group Rapid Transit) system operated by autonomous shuttle will provide effective, convenient, last-mile connections and facilitate the internal “collision” of functions along the Decumano, 1.5km central spine, which acts as the primary asset of the public space system. In addition to last-mile connections, an on-demand robotaxi service will provide point-to-point relations with other shared mobility schemes (e-bike), alongside the delivery of a fleet of personal devises (overboards, push-scooters, etc.), to support walkability and soft mobility. ITS and IoT represent crucial aspects of the proposed infrastructural framework. The delivery of cognitive mobility assets ensures the best possible operational scheme and, as part of this dimension, the wayfinding strategy represents one of the primary elements of MIND’s digital masterplan. The strategy will support internal navigation and orientation as well as promote full awareness of all opportunities within the urban district, with specific attention to more vulnerable users with the implementation of an effective “universal accessibility” plan. Although it represents a central and primary aspect of the transport project, innovative and smart mobility is just one ingredient in the comprehensive MIND Mobility Plan. keyfacts project
MIND - Milan Innovation District
date
2017 - 2019
client
Lendlease S.r.l.
location
Milan, Italy
service
Development Transportation Planning
short description
Creation of an innovative and well-rounded multimodal strategy based on a comprehensive provision of intelligent mobility infrastructure coupled with a large array of smart, always available and green mobility services.
= 0 minutes = 15 minutes = 30 minutes = 45 minutes = 60 minutes
MIND MIND
Above: Left - map shows the accessibility to the former EXPO site via private car. Right - map shows the accessibility to former EXPO site via public transit connections. Below: plan of MIND District with with Public Transit routes and stops around the site.
In fact, in order to effectively cope with the expected mobility demand generated by a daily population of around 70,000 people, two unavoidable dimensions shaped the overall strategy. The first ensures an effective multi-modal strategic accessibility, through proper investment in primary public transport infrastructures and services at any scale – regional, metropolitan and local. The second involves an integrated land usetransport planning/ design process, which results in the reduction of the induced mobility demand with the delivery of a well-calibrated and well-distributed mix of land uses, by paying careful analytical attention to the choice, location, density and morphology of functions with respect to available public transport and soft mobility modes.
One of the main goals of MIND is to explore and test future paradigms of living and moving
49
Intelligent Transport Systems
Commuting time via private car to former EXPO site
Urban Regeneration Renovating cities to better fit growing urban populations and evolving user habits
City population is continuously increasing, physical space inside cities is gradually reaching saturation and infrastructure is getting older. This presents a series of urban challenges such as promoting sustainability, efficient use of scarce resources, uncontrolled growth and social exclusion. In order to respond adequately to these changes it is crucial to take steps to retrofit cities to meet the evolving needs of citizens, to optimize existing infrastructure while minimizing 50
heavy infrastructure to meet the needs of a growing population. For instance, roads need to be modified to take into account the shift in transportation modes throughout cities, embodying an urban identity that reflects a more sustainable way of consuming the city. Such transformations then have the ability to promote cultural shifts, which will, in turn, change peoples habits in favor of a new, more responsive urban consumption.
client
Bouygues Immobilier
location
Paris, France
year
2019
Focus What We Areas Do
Charenton-Bercy Development
51
The Pearling Path in Muharraq: When Culture Promotes Sustainable Mobility It is not common for a comprehensive mobility plan at city scale to be developed with the Authority for Culture and Antiquities: this is what makes the case of Muharraq so unique. This historical city was the capital of Bahrain until 1923 and because of its cultural significance, 17 buildings related to the pearling economy were included in the UNESCO World Heritage lists. An urban restoration project that includes these buildings is currently underway. This restoration is paired with the development of a pathway, called the Pearling Path that will link historical buildings, squares and other open public spaces in the area. The Pearling Path is approximately 3.4km long and crosses a variety of diverse environments, from renovated pedestrian areas to congested retail streets near the vibrant Market Area, from a very narrow urban fabric, not accessible by car, to low density residential neighbourhoods. The project has a strong planning and architectural component; it prioritizes crucially appropriate factors like cultural preservation, increased touristim, and the complex social issue associated with increasing the attractiveness of Muharraq for Bahraini families, who have abandoned the city centre in favour of more peripheral suburban villas. The main challenge associated with the delivery and implementation of the mobility plan for the Pearling Path is the lack of a comprehensive transport master plan or parking plan at city scale. In order to overcome this issue, Systematica developed future long-term scenarios compatible with the Conservation Plan’s goals, assessing how the Pearling Path itself can assist in the city’s efforts to reach their goals. A detailed GIS database was created in order to collate all relevant collected data into equal and aggregated cells of 150x150m. Data was collected during extensive survey campaigns and is comprised mainly of building land uses, current and projected population trends, on-street and off-street parking demand, and parking stock and shortfalls. Based on the information provided, parking and mobility strategies were set. These strategies focused on underpinning integrated transport policies and actions to be implemented in the short and long term in parallel with the regeneration and development 52
planning vision of the Bahraini Authority of Culture and Antiquities, the project’s major promoter.
On-street Parking Supply = 0-5 = 5-10 = 10-20 = 20-30 = 30-50 = building adjacent to onstreet parking
Above: On-street Parking Supply Opposite Page: pedestrians in a narrow lane in Muharraq historical area.
keyfacts project
Pearling Testimony Mobility Study
date
2016
client
Bahrain Authority for Culture and Antiquities
location
Al Muharraq, Bahrain
service
Urban Mobility Planning
short description
Muharraq hosts the “Bahrain Pearling Trail” consisting in an ancient pathway connecting the main historical buildings of the town, inscribed on the UNESCO World Heritage List in 2014. This is the first comprehensive Mobility Study for the historical area of Kingdom of Bahrain.
Urban Regeneration
Cultural preservation, attractiveness index and complex social issues are involved in Pearling Path mobility plan
53
Pearling Testimony Mobility Study Systematica analyses the catchment area for Al Muharraq in order to assess the accessibility level to the heritage area of Pearling Testimony Trail. client
Bahrain Authority for Culture and Antiquities
location
Muharraq, Bahrain
year
2016
Legend (minutes) ■ = 0-5 ■ = 6-10 ■ = 11-15 ■ = 16-20 ■ = 21-25 ■ = 26-30
Al Muharraq
Manama
Urban Regeneration
Al Hidd
Gdansk Young City: Reviving the Old Shipyard Gdansk played a key role in the political collapse that hit the Soviet Union thirty years ago. Here, the Communist Party officially recognized the first independent workers trade union in 1980 after years of workers rights fights at Gdansk Shipyard, primarily led by Noble Peace Prize Winner Lech Wałęsa. This event marked one of the most important changes within the USSR status quo, the first of its kind that was soon followed by other similar initiatives. These individual acts of revolution helped to create the momentum that, alongside other forces, eventually led to the fall of the Berlin Wall in 1989. Today the historic site of Gdansk Shipyard is not as active as it was in the past: some buildings are still used to host some private yacht assembly lines and a few others for light industrial activities; however, production has been relocated and many buildings are now abandoned. The site, approximately 16 hectares, is a 15-minute walk from both the city centre and the central station. It lies along the Martwa Wisła canal, where a much larger development, including a series of different adjacent master plans, is currently taking place. Given its historic significance, site characteristics and location, Gdansk Shipyard today is one of the most strategic points for the development of Gdansk’s future growth. The goal of this project is clear but ambitious: completely change the use of the area, while preserving as much of its original character as possible. Streets, sidewalks, squares, spaces designed for specific purposes in the past are transformed into something completely different. From a place of industrial production, Gdansk Shipyard will turn into a lively mixed-use community, alluring enough to attract visitors from all over Gdansk to enjoy fine cultural, dining and shopping experiences. The main challenge from the mobility perspective is to allow for greater densification while increasing both the areas and spaces for pedestrians: the only viable solution for this strategy is to limit car usage by reducing provisions for private vehicles and increasing alternative transport modes. Car park provision is therefore limited to the minimum requirement. This is done to discourage trips by private vehicles, but also to reduce construction costs in an area where the high water table makes excavation very expensive. The site poses technical restrictions set by building footprints and construction complexities that 56
are addressed in the future development. An accurate estimate of future visitors is required – calculated in close coordination with the lead master planner - as well as a robust assessment of expected mobility patterns. The latter is completed through a detailed study of the real occupancy profile of recorded users in sites with characteristics similar to Gdansk. Public parking areas - shared by multiple, diverse users- are an effective way to intervene in regeneration projects. Simultaneously, in order to provide a viable alternative to cars, an effective multi-modal mobility system has to be in place. Alternative transport, along with capillary pedestrian and cycle network in the area, and the introduction of a new tramway line will make the Gdansk Shipyard accessible for all users.
keyfacts project
Young City (Gdansk)
date
2018
client
Henning Larsen
location
Gdansk, Poland
service
Development Transportation Planning
short description
The creation of a mixed-use development in an urban environment characterized by a high quality and vibrant public realm. Systematica proposed the parking strategy for the Master Plan based on the expected population in order to ensure adequate parking provision for all visitors and users.
Urban Regeneration
Legend = Railways = Roads = Sea-Airports â– = Pop. Density 10 km
Opposite Page: Rendering of the future Young City Master Plan. Image courtesy of Henning Larsen, BBGK and A2P2. Above: Connectivity of Young City via road, rail, and sea. Below: Agent analysis of pedestrian movements throughought the Young City site.
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Urban Freight Transportation strategies that allow for the increase of goods traveling through cities
Effectiveness and reliability of urban freight mobility networks are mandatory for boosting trade and commerce in the consistently growing logistics sector, as demand for timely deliveries within the supply chain are becoming increasingly more beneficial for companies. Freight transport has been expanding at the global scale over recent decades. As more providers are introduced and therefore more goods are transported - using multi-modal networks that include road, rail, air, maritime 58
and inland waterways - it is essential to consider both economic feasibility and urban impact in order to maintain well-balanced transportation networks. ‘Last Mile’ transport in cities is dominated by trucks, which have a significant environmental impact and can pose problems in terms of traffic and street safety. Promoting efficient freight transportation in cities is a critical aspect of city logistic as crucial aspect of urban transport planning.
Focus What We Areas Do
59
Amazon’s initiative reflects a first step towards the strategic, long-term target to achieve “essentially CO2-free city logistics in major urban centres by 2030�
Above: Amazon last-mile delivery locker as a strategy to simplify local neighbourhood pick-up. Below: Venetian delivery barges on the Grand Canal next to the Rialto Bridge.
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Addressing vehicular traffic congestion and, as a result, reducing transport-related externalities such as air emission, noise and other local pollutants is a required target for many global cities. Within urban areas a significant proportion of road trips are commercial, carrying out services or delivering products - as almost every service or product result in a vehicle trip - from the delivery of retail supplies to waste collection. In the CIVITAS’ Policy Note “Making urban freight more sustainable” (2015), in European urban areas it is estimated: 1 delivery per commercial activity per week; 0.1 deliveries per person per day; 300/400 goods vehicle journeys for every 1,000 people; between 30 and 50 tons of goods per person per year. For Milan, this leads to around 140,000 deliveries per day and between 410,000 and 550,000 freight vehicle trips per day. As a matter of fact, within the urban area of Milan, freight traffic represents between 8 and 15% of total traffic accounting for around 27% of traffic emissions. These numbers reflect the rapid-evolving market of deliveries and the current global trends that characterizes city logistics. This includes the need to reduce warehouse costs and just-in-time models, the relevance of good flows with specific problems – as with the fresh supply chain -, the relevance of the own-account dimension with respect to third-party deliveries and, obviously, the rapid growth of the e-commerce, which involves the equally significant growth of reverse-logistic (defective goods, returns, packaging). All of this leads to an increase in the importance of proximity trade as well as the proliferation of urban lastmile delivery micro-hubs. Amazon, for instance, decided to massively invest in the Italian logistics market through the introduction of new “last-mile” delivery stations across the country. They are implementing a large network of hubs and proximity warehouses for fast deliveries, operated by a new fleet of vehicles in order to effectively manage the growing needs of last-mile e-commerce deliveries around main cities. Systematica was appointed to estimate the traffic impact of the planned operation of a large number of these urban delivery stations, specifically those located at the outskirts of main Italian cities, such as Roma, Milano, Firenze, Bologna, and Padova. Systematica developed comprehensive traffic impact analyses with the aim of minimizing potential criticalities and congestion patterns induced by the traffic increase of light goods vehicles, while considering also noise and air pollution. Amazon’s initiative reflects a first step towards the
What We Urban Freight Do
Moving Goods in Moving Cities strategic, long-term target established by the European Commission to achieve “essentially CO2-free city logistics in major urban centres by 2030”. In fact, as a response, many European cities are planning to encourage the use of zero emission vehicles (ZEVs), electric or hydrogen, in order to reduce the number of motorised vehicle trips by fostering a modal shift towards greener modes of transport - such as walking and, in particular, cycling. Although city logistics is a critical, complex and fastevolving dimension, nowadays a large array of costeffective and efficient measures are able to tackle this issue in a well-round and integrated manner. They can take into account both urban mobility planning processes as well as implementation strategies. All actions can be grouped in macro-categories as follows: a. schemes for regulating access to urban logistic vehicles b. use of eco-friendly vehicles c. specific models for e-commerce d. information and communication technologies e. stakeholders’ involvement schemes This city logistic “tool-kit” includes hundreds of measures that, if well combined and dimensioned, ensure an effective management of goods, moving our cities towards the “CO2-free logistics” target. Some examples worth mentioning include: congestion charging schemes, low emission zones (LEZ), access time windows, reserved and dynamic parking bays for ZEVs, dedicated lanes for ZEVs, charging infrastructures, urban consolidation centre (UCC), subsidies and incentives for ZEVs, permanent Freight Quality Partnership (FGPs) and Freight Advisory Board (FAB), night deliveries, delivery points and the articulated set of e-commerce management measures (smart parcel box, pick up point, automated parcel lockers, etc.). keyfacts project
Amazon Delivery Stations
date
2017
client
AECOM URS Italia S.p.A.
location
Italy (Various Locations)
service
Strategic Traffic & Revenue Advisory, & Due Diligence
short description
Preliminary Due Diligence study aimed at evaluating both transport and environmental (in terms of noise and air pollution emission) impacts which the additional vehicle traffic induced by the Amazon new Delivery Stations are expected to generate on the surrounding road network.
61
Parking Assets Recognizing the benefits that efficient parking strategies provide in built and urban systems
Parking engineering and design principally aim to measure the circulation and traffic system performance within complex parking areas and structures. The success of parking areas had proven to be an integral part of the success of any built development as efficient parking significantly contributes to the users experience and satisfaction. Parking as an asset is addressed at two scales, the first being the aforementioned parking areas in 62
building developments, the second being the implementation of a good parking strategy at the urban scale. A proper approach to urban parking will generate benefits by alleviating traffic, efficiently reallocating street space to multimodal uses and improving the quality of the public realm. Advanced technologies have the ability to methodically forecast parking demand and supply in order to create the most effective strategies at both the built and urban levels.
Focus What We Areas Do
Toppen Shopping Centre client
Ikano Johor Jaya Sdn Bhd
location
Johor Bahru, Malaysia
year
2017
63
Gespar Parking Areas client
Arpinge S.p.A.
location
Parma, Italy
year
2016
64
The operation of strategic parking structures in urban areas has been acknowledged over the last decade by the private sector as a highly profitable initiative in both the short and the long term. In general, if the parking structure does not require relevant interventions of extraordinary maintenance to be paid upfront (such as “ramp-up” necessities at the onset of the concession) and it is efficiently managed through the provision of smart parking technologies (such as partially/fully Parking Access and Revenue Control (PARC) systems) the structure will be considered profitable. Take ‘License Plate Recognition Systems’, the total operational costs could be as little as 40% of the expected revenue, leaving a significant net profit that can be partially invested to further improve the overall parking experience for users.
transport and significant changes in land use distribution, as part of the risk assessment/sensitivity analysis of the advisory process. Moreover, the definition of solid most-likely future scenarios within the framework, defined by policies and strategies of urban transport, is getting more and more challenging as urban mobility is changing at an unprecedented pace. This is occurring thanks to the introduction of new technologies and smart solutions, which reinforce the Mobility as a Service (MaaS) concept and make forecasts in the long run, particularly for expected urban modal shares, a complicated exercise. For this reason, market research and transport duediligence exercises are called on to provide and assess an extensive set of potential scenarios, generated by a wellbalanced combination of key indicators on future trends and reinforced by a deeper investigation on the most likely impacts on parking demand. This, in turn, affects financial performance results of certain crucial elements of change, among which include political willingness, economic and demographic trends, parking fare regulations, modal split and transport/mobility policies. Opposite Page: Pedestrian accessibility in the Gespar Parma area paired with allocated parking areas throughout the city.
Each parking facility - i.e. public parking in city centres, park-and-ride structures, hospitals, airports, shopping malls, stadia, theme parks, etc. - is expected to determine specific patterns of mobility and profiles of use that need to be carefully considered and thoroughly evaluated with respect to current context specificities and future mobility trends of the city. Thus, once again, demand forecasting represents, by far, the most crucial and sensitive step of the overall strategic traffic and revenue advisory process, aimed at informing the business plan and effectively tackling all elements of potential risk that might occur in the future. First off, every transport due diligence analysis should provide a comprehensive and multi-dimensional diagnosis of both historic trends as well as current framework through a quantitative and evidence-based investigation of all analytical systems. These systems include spatial/land use, socio-demographic, economic, transport/mobility, and they function based on available statistical datasets and urban/transport plans, integrated with additional information gathered through ad hoc revealed and stated preference surveys. Therefore, careful attention is paid to the evaluation of potential competitors, among which include other parking structures and regulation schemes of on-street parking in the vicinity, investment on other modes of
Market research and transport due diligence exercises are called to provide and compare an extensive set of potential scenarios
keyfacts project
Gespar Parking Areas
date
2016
client
Arpinge S.p.a
location
Parma, Italy
service
Strategic Traffic and Revenue Advisory, and Due Diligence
short description
A market research and transport due diligence study carried out to assess an extensive set of potential scenarios, generated by a well-balanced combination of key indicators on future trends, and reinforced by a deeper investigation on the most likely impact on parking demand and, in turn, financial performance results.
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Parking Assets
Parking Assets: Beyond Transport, a Profitable Investment Opportunity
New North Zealand Hospital: Matching Parking Demand to Supply The New North Zealand Hospital is an ambitious green field project in the outskirts of Hillerød, a small residential village (50,000 inhabitants) 35km north of Copenhagen, designed by Herzog & de Meuron and Vilhelm Lauritzen Architects. The hospital will become the main reference hospital for the area’s 310,000 citizens who are currently distributed among three hospitals in Hillerød, Helsingør and Frederikssund. The main challenges of the project, in terms of mobility, involve ensuring seamless and intuitive access to the site while providing accurate parking provisions. The first step towards overcoming these challenges is to identify different user types within complex infrastructure in order to understand their mobility patterns. User groups include different patient groups, visitors and employees. In the first phase, a GIS platform was implemented to support the analytical process, which included networks of all available transport modes. Isochronal analyses helped identify the people residing within an area who could reach the project site within 60 minutes (considering all available transit modes). Results show that 70% of the people living in the region are able to reach the hospital by public transport in less than 60 minutes. Given the provisioned train station (walking distance from the planned hospital) and the excellent distribution of railway services in the covered area, a potential modal shift of up to 50% was estimated. To push people to change the way they move, ad hoc policies to encourage car occupancy and to discourage the use of the car are required fundamental actions. These results can be achieved through car-pooling, shuttles to main cities and villages, cycle networks and trip-end facility improvements, paid parking policies, enhancements to connection with mass transit, etc. In order to carry out a detailed and accurate parking demand estimation during the second phase of study, mobility dynamics were analysed by constructing a solid database of assumptions on current mobility habits and future trends (car occupancy, traffic profiles, etc.) in the region. This data was used to investigate and propose a possible reduction in the project’s current parking provision. 66
As a result, a preliminary parking demand estimate was carried out based on the previous wide-area mapping and local mobility dynamic analytical exercises for each user group identified (patients, visitors and staff). This approach was based on the expected mobility behaviour – rather than statutory regulations - and resulted in a demand for 1,986 parking spaces, rather than the previously estimated 2,400 parking places, a reduction of 18%. Moreover, the estimate was further reduced by applying shared parking strategies, resulting in a demand for 1,807 parking space, a 25% reduction. This final calculation is considered a realistic parking estimate for accommodating expected parking demand in a conservative and reasonable scenario. In an attempt to fully optimize space utilization, a series of sensitivity tests, which take into account all variations for both car occupancy and modal share, were carried out. The purpose was to provide a robust range in parking demand and create an optimistic long-term vision toward which the hospital can aspire. This range ultimately showed that the total parking demand might decrease further to reach approximately 1,000 parking places, i.e. almost 60% less than the initial provision. Although the provisioned parking strategy estimated a 25% reduction, 60% of parking areas were designed while also recognizing the possibility of re-using said areas for different purposes. In conclusion, challenging traffic and parking demand and betting, so to speak, on future changes in mobility behaviours and habits, will always represent the first step towards posing transport infrastructure supply curbs, caps and limits. This, in turn, may lead to substantial challenges and changes to current mobility habits. Such planning shall generate benefits for both the developer and the environment, and will ultimately encourage people to change habits, adapt to changing mobility offerings and use multiple alternative modes to reach any given destination.
keyfacts project
New North Zealand Hospital
date
2018
client
Herzog & de Meuron
location
Hillerød, Denmark
service
Development Transportation Planning/ Parking Traffic Engineering and Design
short description
Systematica provided an integrated and comprehensive parking traffic engineering and design study. Created a detailed parking demand estimation in order to investigate and propose the possible reduction to the project parking provision of 2,400 parking spaces.
Resident’s patterns planning area
Families ■=1-5 ■ = 5 - 10 ■ = 10 - 20 ■ = 20 - 30 ■ = 30 - 155
Gribskov
Households with 1 car ■=1-5 Annex 1 ■ = 5 - 10 Population grid’s dimension = 100x100m, source: geoindsigt, 2012 ■ = 10 - 20 ■ = 20 - 30 ■ = 30 - 95
Gribskov
Gribskov
Helsingør
Helsingør
Fredensborg Halsnæs
Fredensborg Halsnæs
Hillerød
H
Helsingør
H
Hørsholm Allerød
Frederikssund
Fredensborg Halsnæs
Hillerød
Hillerød
H
Hørsholm Allerød
Frederikssund
Hørsholm Allerød
Frederikssund
Residents 295,000 (2012)
Families 128,000
Families with 1 car 88,000
Hillerød is the biggest city in the hospital’s recording area
Household average size: 2.3 people
68% of the households have 1 car
Pattern of residents in the North Zealand Hospital area 312,000 (2017)
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New North Zealand Hospital – Detailed Parking Demand Review – July 13rd, 2018
The purpose was to provide a robust range in parking demand and create an optimistic long-term vision toward which the hospital can aspire
Rendering of new North Zealand Hospital from Herzog & de Meuron and Vilhelm Lauritzen Architects
67
Parking Assets
Residents ■ = 200-2,000 ■ = 2,000-3,500 ■ = 3,500 - 7,000 Hospital’s north ■ = 7,000 - 15,000 ■ = 15,000 - 80,500
Walkable Cities Balancing walking infrastructure in urban settings with the creation of other transport modes
Walking is undoubtedly the most sustainable and convenient mode of transport for shortdistance trips at the urban scale and within mixed-use complex developments. A sound and reliable transport planning strategy should not only include pedestrian presence, but also consider pedestrians as the most important urban actors who will define the multi-fold pattern of mobility flows with both their systematic and random movements. Pedestrian mobility is analysed by modelling 68
existing and expected pedestrian flows in various building and urban scale projects. The main objective of pedestrian flow analysis is to foresee and assess individual site characteristics and design specificities measured according to both physical and psychological parameters. This analysis seeks to preserve walking as a viable form of transport while also promoting other modes of transportation in order create a balanced walkable environment.
Focus Areas
Dubai Business Bay client
5+Design
location
Dubai, UAE
year
2017 - 2018
69
Cycling Network = Bike facilities = Proposed bike lanes
tal) ms,…)
gn – Transport and Mobility Study – July 25, 2018
Above: map of proposed cycling network in Tashkent, including proposed bike lanes. Below: Completed Tashkent street project from November 2018. Opposite Page: Pedestrian centralities mapping in Tashkent. Brighter colour represents higher density of pedestrian traffic. The map shows how Tashkent City currently lacks services.
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2
Walkable Cities
Making Tashkent Walkable Cities are resilient living organisms that constantly evolve, regenerating themselves over years, decades and centuries. Old shops are closing while new ones open in their place. Old buildings are renovated or expanded to keep up with the latest trends and requirements, and entire blocks are demolished to make room for denser developments. Functions and usages are also changing over time: an office building is converted into residential units, a dismissed factory becomes a vibrant cultural venue, and an old food market turns into a food court where one can find local products. Still, there is one urban element that generally displays little variation over time: the street. Although its design can surely improve - this is very well demonstrated by several renovation projects worldwide, from New York to Moscow to Auckland - the potential for radical change is very hard to find. For instance, the Broadway of today is pretty much the same street it was two hundred years ago. There are now traffic lights, pedestrian crossings, and different pavements, but its alignment and intersections with other roads have not changed. Urban streets’ widths are, pretty much, forever fixed as soon as plot boundaries define their right of way, and utilities are embedded underground (which are hardly ever moved). For this very reason, planning a new road is always an exciting challenge that needs to provide ample flexibility for unpredictable design evolutions, which will undoubtedly be required by many generations yet to come. This type of resilient strategy can only be delivered through a modular approach to street elements and spaces. By creating clearly defined areas within the Right of Way, it is possible to provide a hardware, which can be retrofitted in a variety of ways, without losing its overall clarity and unity. An example that shows the benefit of this modular approach can be seen on Timur Street in Tashkent - one of, if not, the most vibrant streets in the Uzbek capital, recently redesigned by Strelka KB. This project was completed with Systematica’s transport consulting support. Tashkent is extremely hot in summer and very cold in winter. The harsh climate conditions require a design that provides ample shading and frequent resting areas in order to prioritize pedestrian comfort. Among the strategic goals, the achievement of design unity is crucial. As a major infrastructure and public space, consistency across the entire length of road enhances both the identity of the road and its adjacent districts. Therefore, all trees are always aligned, even where significant road variations are
introduced, bus stops, drop-off areas or racks for shared bicycles. The same width is kept for greenery, parking and street stops in order to allow the right of way to remain unchanged at all times. Multiple possible configurations have been tested to allow for the greatest variety of uses, with the greatest flexibility, both post-construction but also throughout different design phases.
Consistency across the entire length of road enhances both the identity of the road and its adjacent districts keyfacts project
Tashkent City Centre Roads Redesign
date
2018
client
Strelka KB
end client
Tashkent Municipality
location
Tashkent, Uzbekistan
service
Urban Mobility Planning/ Road Redesign
short description
Systematica redesigned two main roads of Amir Temur street and Shakhrisabz Street in Tashkent city centre and provided a comprehensive transportation strategy for the whole city.
71
Tashkent City Centre Roads Redesign Photo of newly constructed road section in the city of Tashkent. The road section was built to prioritize accessibility for all transport modes including bike and pedestrian. client
Strelka KB
location
Tashkent, Uzbekistan
year
2018
Walkable Cities
Legend = access to public transit = access to main programs on the site = ‘desire lines’ between programs Above: Proposed masterplan enhancing the site and improving access to diverse programs around the site – train station, Rue de Renne retail street, Gaité district, the new bike station, etc. Right: Above - existing axial analysis of Montparnasse site showing desire lines. Below - theoretical tabula rasa axial analysis of the Montparnasse site that influenced the proposed masterplan shown above.
The project creates a human-scale shaded space and strengthens connections that link the Montparnasse district with the surrounding neighbourhood
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In 1973, the completion of Montparnasse Tower represented the avant-garde approach and positioning of the city of Paris. It represents the city’s professionals’ and decision makers’ i technological advancement, strength of identity and - most importantly - the audacity of making a bold statement through urban regeneration and architectural expression. Since then the project area has undergone a series of transformations and piecemeal interventions that have caused the city to reply with a regeneration project that asked applicants to re-consider both the public realm and the built structures while also producing the comprehensive vision for the 7-hectare area. Systematica was awarded the project as part of an extended consortium led by Rogers Stirk Harbour + Partners. The proposed project touches on a series of elements, but places special focus on the importance of giving public space back to city users by questioning spatial relationships and the degree to which architectural typologies - construed 50 years ago - have become significant obstacles for todays’ urban planning. The outdated typologies hinder the achievement of quality public space, street development, better connectivity to the neighbourhood and enhancement of walking conditions. The project imagines how major connections and relationships could be redefined by breaking down some of the larger current structures; such as the EITMM department store hosting the Galeries Lafayette, which blocks utterly any pedestrian connections at the district-scale. Based on a theoretical tabula rasa spatial mapping exercise, a major connection that cuts through the previously mentioned department store (to directly connect Rue de Rennes and Boulevard de Vaugirard) triggered a Haussmannian project design gesture. A new pedestrian network, is expected to significantly reshuffle all the spatial, functional, programmatic and hierarchical keyfacts project
Maine – Montparnasse Urban Regeneration
date
2019
client
Rogers Stirk Harbour + Partners: RSHP
end client
City of Paris / EITMM
location
Paris, France
service
Urban Mobility Planning
short description
The project hinges on the ambition of the city to deeply transform the public realm of the Montparnasse district in Paris, which hosts the (un) famous Montparnasse tower and one of the most active multimodal transport hubs of the city.
relations within the area. The intent is to shift away from a traditional retail-only development and create more diverse and interesting offerings that make the renewed district a destination, not only a transit area. The tower is detached from its adjacent retail structure and opens up a pedestrian corridor that brings the current from an enclosed retail experience to a more contemporary one that merges both city and commercial space. In other words, transforming the department store from a closed container into a public retail promenade frees the building edges and brings back a missing value at the street level - a value that was jeopardized by previous obsolete building typologies and road infrastructure. The basic concepts that established the mobility strategy of the Montparnasse regeneration also invoked a series of other initiatives to optimize the use of the site and dematerialize its intrinsic transit nature, which is currently defined by the presence of the Montparnasse Station and bus terminal. The project seeks to simplify the spatial reading and open the site to create a human-scale shaded space and strengthen connections that link the study area with the surrounding neighbourhood following desire lines for direct, short and intuitive routes. The intent is to regain the central identity of the project area, which was lost because of the massive superstructures, slab architecture and disconnected spaces. The proposal will be realized through comprehensive traffic calming strategies such as; the downsizing and pedestrianization of rue du Départ to create a shared space with buses, the reduction of the public space dedicated to cars (especially in the Place du 18 juin 1940), the redefinition of the terminal bus station in Place Raoul Dautry, the integration of the soft mobility network removing all physical obstacles, the rationalization of parking space, and review of the road section of Avenue de Maine (a tunnel that currently cuts through the site). The proposal reverses the road proportions to 30% carriageway and 70% for soft mobility while inserting a new set of requirements such as urban delivery hub, driverless shuttles, etc. The previously mentioned aspects were analyzed with the purpose of complementing major planning gestures and improving conditions, not only for daily commuters to-andfrom the Montparnasse station, but also for the adjacent neighbourhoods and the city of Paris in general. With this objective in mind, Systematica aspires to join Paris’ concerted efforts to re-invent itself and offer its users better quality of living for its next generations, similar to what Paris had always done for centuries.
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What We Do Walkable Cities
Walking Around Montparnasse
Dubai Business Bay: Prioritizing Improvement Interventions Dubai Business Bay marked a milestone in the history of Dubai’s most audacious developers when the decision was taken to extend the body of water, inland creating more than 9 million square meters of built up area along a waterfront, which stands only a few kilometres away from the ocean shore. The momentum that this development gained, in terms of investments, worldwide attention, a global message, etc. set a pace which did not leave much space (or time!) for the development’s walkable network. Walkability is a crucial component in making any city, or portion of a city, successful.
The parking strategy was tailored to respond to the developer’s desire to transform the public realm into an attraction capable of hosting a variety of diverse events. An extensive amount of work was dedicated to quantifying the current parking stock and identifying strategies to retrofit the built structures and set guidelines for new buildings in order to transform the said stock into a potentially public parking asset. The fact that current land use is dominated by office typology was viewed as an asset. This made it possible to capitalize on the vacant parking stock, which can be used for leisure and entertainment during weekends hence avoiding the construction of additional parking spaces for public users only. The Dubai Business Bay project embodies the full potential of an ideal urban walkable network and the degree to which it can contribute to re-creating a pleasant and walkable public realm. The strategies brought forward and the different analytical maps produced effectively contributed to achieving the development’s ultimate objective: “Humanize Business Bay”.
Systematica’s involvement in the Dubai Business Bay lasted almost one year. That year was spent working alongside a diverse group of experts led by 5+ Design, and prompted discussions on how to make the Dubai development walkable. This proved to be a challenge when streets were already built, the water body, to some extent, was dividing the development into two pieces and sidewalks along building fronts were a sporadically interrupted by split levels and car parking entry/ exit points.
The Dubai Business Bay embodies the full potential of an ideal walkable network and the degree to which it can re-create a pleasant and walkable public realm
The work was articulated as follows: Different tests and analyses were carried out in order to identify the best and most strategic actions required to connect the two edges of the water canal. Bridges were inevitable, pedestrian vertical connections with road bridges were necessary, and temporary solutions that constituted quick wins were a top priority. The study addressed the different interventions in a phased manner and defined the benefits of each footbridge separately with the aim of legitimizing the planning decisions with the support of concrete scientific evidence. Priority interventions for improving sidewalk conditions in all project areas were defined according to a detailed analysis. The analyses were supported by macroscopic foot traffic modelling of both the current and future travel demand by foot and the current walkability conditions of the physical infrastructure, which was measured according to the principles of the Pedestrian Level of Service method. The Pedestrian Level of Service method is a cumulative analytical exercise that puts road characteristics together onto an array of positive and negative weights, resulting into a 6 tier ranking system, ranging from A to F. 76
keyfacts project
Dubai Business Bay
date
2017 - 2018
client
5+Design
end client
Dubai Properties Group
location
Dubai, UAE
service
Development Transportation Planning / Pedestrian Flow Assessment
short description
Develop the transport master plan for Business Bay to support the overall development strategy. To create safe and attractive walkable areas, reduce car dependency, provide effective mobility alternatives and traffic calming measures.
Walkable Cities
Above: Analysis of the current transportation situation at the site. The top three images are to be expanded while the bottom three are to be reduced. Below: Render of the future Dubai Business Bay courtesy of 5+ Design.
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Dubai Business Bay The Transport Master Plan includes comprehensive mobility strategies for private modes as well as public transport systems and soft mobility network. client
Dubai Properties Group and 5+ Design
location
Dubai, UAE
year
2017 - 2018
Walkable Cities
Crowd Management Interpreting crowd behaviour in both big events and more regular urban contexts to ensure safety and high quality user experience.
The development of tailored and effective mobility plans, as part of a wide and articulate management strategy of major events, has played a crucial role in improving the visitors’ experience over the past decades and has ensured the overall success of the operation. Mobility is a critical component of the overall visitor experience when attending a major event, and expectations 80
continue to rise. Crowd management, as a specific service of the transport planning and engineering industry, represents one of the most challenging and rapidly evolving fields. Interpreting crowd behaviour can also contributed to the development of retail streets, inform the placement of billboards and other advertisements, and respond to the design and sightlines created by building facades.
Focus Areas
Paketposthalle MĂźnchen Transport and Mobility Strategy client
Herzog & De Meuron
location
Munich, Germany
year
2019
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EXPO 2015: Gateway to Italy Cluster Fruits and Legumes
Expo Centre
National Pavilion Nepal
Cluster Coffee
M
National Pavilion Vietnam Underground Station Rho Fiera
Milan EXPO 2015 Feeding the Planet, Energy for Life was a unique major event of extraordinary relevance that turned Milan into Italy’s main attraction for the six months of the event. Its success is confirmed by the overall positive international response and the observed daily flow of visitors. The Exhibition included 138 Official Participants, representing 86% of the world’s population, 67 Enterprises and Organizations of the Civil Society, more than 60 Heads of State and Government, and around 270 delegations. As originally forecasted, the average number of daily visitors during the last months of the Universal Exhibition were in the region of 140,000, with more than 250,000 people during the weekends and other special days (highest peak was 259,093 visitors on September 29th). 82
Service Areas Pedestrian Walkway
These numbers resulted in more than 20 million visitors during the entire event. Although transport did not represent the main theme of the EXPO 2015, particular attention was paid to visitors’ mobility, among which walking was a focal point of investigation. Walking paths steered the design of the site in order to accommodate and smoothly move the expected visitors. Mobility planning of EXPO 2015 occurred at every scale of analysis, complemented with a robust and strong knowledge of crowd management strategies (also with respect to evacuation and emergency situations) and advanced modelling. While remaining fully consistent with the originally stated principle of sustainability, the resulting mobility
National Pavilion L’Italia delle Regioni National Pavilion Palazzo Italia
Walking steered the design of EXPO 2015 to accommodate and move smoothly 21m visitors in 6 months
Cluster Island, Sea and Food Corporate Pavilion Federalimentari
5 From 2007 to 2014, Systematica supported the design of EXPO 2015 through the development of an articulated and multifaceted range of studies, assessments, analyses and modelling exercises to set out the final accessibility and mobility plan.
Corporate Pavilion Joomoo keyfacts
Open Air Theatre Thematic Area Future Food District
plan encompassed an integrated set of strategies and a scientific approach towards the assessment of the effectiveness of key infrastructure and mobility services. The mobility plan specifically sought to ensure an adequate level of accessibility for all visitors, ranging from road and parking systems, public transport accessibility, dedicated ad hoc people mover routes and shuttle services, delivery and logistic strategies as well as pedestrian accessibility and internal circulation. As a result, more than 60% of the daily EXPO population reached the site using the available public transport services, specifically reinforced for the event, from highspeed railway services to urban subway connections and metropolitan/urban railway services. EXPO gates were
project
EXPO 2015 Accessibility and Mobility Plan
date
2010 - 2014
end client
EXPO 2015 SpA / MM Metropolitana Milanese
location
Milan, Italy
service
Crowd Management and Mobility Planning of Major Events
short description
Systematica carried out a comprehensive accessibility and mobility plan for EXPO 2015. Detailed pedestrian analyses were developed for pavilions, clusters, thematic areas, in/out gates and metro stations at the fringes. The Plan’s main objective is to grant EXPO 2015 visitors a safe and comfort mobility experience.
equipped with a bike sharing service providing normal and assisted pedal bikes as well as a multi-fuel hybrid People Mover service along the edge/boundary of the site. The overall pedestrian network, with its diverse spatial elements, was examined through the development of a comprehensive static pedestrian macroscopic model. Additionally, dozens of other pedestrian dynamic simulations were developed to support the design of all of the pedestrian gateways throughout the exhibition site - the most important attractors and pavilions exhibited during EXPO 2015.
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Crowd Management
Cluster Bio-Mediterranean
Cortina 2021: How to Plan an International Event in the “Queen of the Dolomiti” Mobility represents one of most challenging and critical aspects to consider when attending a major event. Over the last decade, the definition of tailored and effective accessibility and mobility for big events has assumed a crucial role in improving visitors’ experience as part of a rapidly evolving field of investigation. From the regional to the local scale, the design of efficient crowd management schemes is a keystone around which all other strategies gravitate, among which operational security plans, evacuation plans, healthcare management plans and wayfinding systems are designed. The analytical process typically followed for the formulation - and transport validation - of any accessibility and mobility plan of big events is based on a specific, well-structured approach. This approach is: multi-scale – as investigated in “multiple geographies”, demandoriented – by recognizing the central role of the end user, evidence-based - “quantifying the countable” through the implementation of a large set of modelling tools and information platforms and with multi-scenarios –through value-engineering and risk assessment activities. One of Systematica’s latest strategies in major event consultancy involves the next Alpine Ski World Championships, which will take place from 8 to 21 February 2021 in Cortina d’Ampezzo, the “Queen of Dolomiti”. Cortina is one of the primary tourist destinations in the Dolomiti region, and certainly represents Italy’s most important international sporting event in the coming years as well as an incredible opportunity for Cortina and the surrounding territory to enhance their local economy. During the 14-day event, ski champions from 70 nations will compete in 11 championship disciplines (among which, for the first time, is individual parallel). The event will bring over 600 athletes with over 6,000 staff members including professionals, volunteers, technicians, athletic trainers, skiers, managers and more than 150,000 spectators. Infrastructure will play a crucial role because the transport systems and mobility services represent crucial elements for both the success of the event itself and for the effects that the legacy will have on the various local territorial 84
sub-systems, including territorial development and demographic, social and economic aspects. Efficiency, sustainability, safety, adaptability, bankability, comfort and convenience are some of the most important elements characterizing the complex transport framework. They are called to respond, in a multi-modal way, to the mobility needs of the entire user-spectrum (spectators, residents, athletes, media, staff, volunteers, VIPs, etc.). While also limiting potential traffic disruptions through an effective integrated strategy within a territory that is naturally very delicate and relatively rigidly bound, in terms of mobility infrastructure, to a few axes of relationship both at the local and large scale. The multi-modal mobility strategic plan devised is the result of a combination of articulated arrays of plans specifically tailored for each user group, ranging from spectators to volunteers. When considering spectators, especially due to their large dimensions, the devised transport strategy is comprised of the following key infrastructural and management elements for both internal and external movements: a. A system of four well-dimensioned main remote Park & Ride facilities outside Cortina d’Ampezzo, coupled with two specific parking lots in Cortina. b. The introduction of three specific levels of “restricted traffic zones”. c. The operation of a bus shuttle service as indicated in the plan and the full usage of the two available cableways “Freccia del Cielo” and “Gilardon – Rumerlo”. The traffic management measures based on the introduction of multi-level traffic restriction zones are one the most crucial ingredients of the overall strategy. They are a mandatory element of the plan due to the high vehicular pressure the event is expected to generate. Given the unique nature of the event - its scope in terms of attractiveness, the fragility of the territories in which it is inserted and the inevitable “rigidity” of the offer of mobility services - the mobility plan needs to pay careful attention to the delivery of an integrated info-mobility platform. This includes booking / purchase services and other functions required to guarantee the success of the overall visitor experience, an integral part of the entire customer experience. Special attention will be made in order to favour the influx of spectators while limiting natural risk factors and minimizing the discomfort for the resident population.
Crowd Management
Hourly Traffic Volume ■ < 100,000 ■ < 200,000 ■ < 300,000 ■ < 400,000 ■ < 500,000 ■ < 600,000 ■ < 700,000 ■ < 800,000 ■ < 900,000 ■ < 1,000,000
Efficiency, sustainability, safety, adaptability, comfort and convenience are some of the most important elements characterizing the complex transport framework
keyfacts
Above: Traffic map of the Cortina area showing the hourly traffic volume. Below: photo of Audi quatro Ski Cup in Cortina in February 2019
project
Alpine World Ski Championships Cortina 2021 Multi-User Strategic Accessibility and Mobility Plan
date
2018 - 2019
client
Fondazione Cortina 2021
location
Cortina d’Ampezzo, Italy
service
Crowd Management and Mobility Planning of Major Events
short description
Development of a series of analytical and modelling activities to estimate the arrival profiles of different users and their distribution by geographical origin in order to define strategies for the different operational scenarios and different users.
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Visitors and skiers at the Audi quatro Ski Cup in February 2019 in Cortina. The event simulates the crowd and mobility needs that will be present at the 2021 FIS Alpine World Championship. client
Fondazione Cortina 2021
location
Cortina dâ&#x20AC;&#x2122;Ampezzo, Italy
year
2018 - 2019
Crowd Management
Cortina 2021 Strategic Accessibility and Mobility Plan
A.S. Roma: A New Stadium for the Eternal City The integrated development of A.S. Roma Stadium / Tor di Valle represents one of the most relevant new urban nodes in Rome and responds to both the needs and goals of the Italian football team A.S. Roma, which requires their own Stadium that satisfies the new Italian regulation on strategic sport facilities. Beside the Stadium and the related training and retail facilities, the complex urban intervention envisages the creation of an articulated Business Park to ensure the project’s overall economic and entrepreneurial sustainability, which will therefore lead to its overall viability. As a result, starting from a purely sport necessity, a wider urban regeneration process has been launched with the main scope being to transform a dismissed sports structure, the historical racetrack of Tor di Valle, and the surrounding rundown suburban area into a new, vibrant urban node for a mix of uses. Open 24/7 and immersed in a large natural park, it will be well connected to the neighborhood with “green infrastructure”. From the mobility standpoint, the integrated development represents a new strategic opportunity. It’s expected to act as a strategic attractor within the overall framework of relations at any scale of analysis, ranging from the international scale, thanks to the proximity of Rome International Airport Fiumicino, to the more metropolitan levels, with a specific design attention to more local connections and permeability with the neighboring urban districts. One of the most challenging aspects of designing an integrated accessibility and mobility master plan for the Roma stadium is the necessity to consider the scales at which transport occurs in the development area – such as local and regional trips, as well as the multi-modal choices. In order to provide adequate and evidence-based design input for the entire set of multi-modal infrastructures of direct accessibility and internal circulation that includes road system, the renewed Tor di Valle railway station, the parking system as well as external and internal pedestrian connection and open space. The system should be able to cope with many different mobility demands, with completely different temporal profiles and geographical distributions as a result of the articulated mix of land uses and, in turn, the related mix of users and trip purposes, to include the stadium’s spectators, Convivium’s and Roma Village’s customers, employees, visitors, retail park’s customers, etc. 88
To this end, the mobility system surrounding the stadium was tested through tailored scenarios and a value engineering approach. Scenarios were calibrated to consider fluctuating demand and design considerations to allow free-flow movement within the stadium site area. Solutions were presented to optimize the overall initial investment in transport, which is one of the most critical aspects of the project’s sustainability. As expected, the most demanding period, in terms of induced traffic pressure, is the main egress movement at the end of a Stadium event. During this time, more than 4,000 cars and nearly 6,000 2-wheelers will exit the site in the 1st hour following an event. More than 25,000 people will reach the two refurbished stations, Tor di Valle station and Magliana station. To support the concentrated volumes following stadiums events, solutions were presented such as, the reinforcement of regional and suburban railway services, the requalification of the principal multi-modal access nodes, the reconfiguration of the strategic road corridor, road connections within the urban district, new cycling and pedestrian connections within the development and across the new naturalistic park, and a smart parking system. These solutions are a result of the pioneering mobility strategy that considered the diversified landuses as well as the Stadium to deliver an integrated system that adequately supports the site area. Furthermore, careful analytical attention has been posed to all aspects related to people, safety, and security through the most recent and effective Safe Design principles, and to the overall master planning and design process for all urban assets to include transport infrastructure and public space. The project aspires to incorporate innovate design objectives, in terms of environmental sustainability, as fulfillment of the international LEED certification criteria.
keyfacts project
AS Roma Stadium and TDV Development Master Plan
date
2014 - 2018
client
Stadio TDV SpA.
location
Rome, Italy
service
Development Transportation Planning/ Traffic Impact Study/ Parking Traffic Engineering and Design/ Pedestrian Flow Assessment
short description
Extension of the stadium’s mobility study to include a detailed analysis of Stadium VIP parking areas and assess their visibility to qualify as VIP parking areas. The estimation of the user’s average exit time, during the egress phase after an event in the stadium, represents the most crucial analytic activity.
Crowd Management
Density ■ = LOS A ■ = LOS B ■ = LOS C ■ = LOS D ■ = LOS E ■ = LOS F
Above: level of service for roads leading to the stadium. Below: diagrams of a selection of entrances into the stadium parking areas.
89
Grand Palais: Rediscovering the Original Architectural Symphony The refurbishment project of the Grand Palais des Champs-Élysées of Paris, commonly known as the Grand Palais, represents success of how a historic, iconic museum and exhibition complex can be converted into a new multi-functioning strategic centrality. The coexistence of different uses and purposes interrelated in a synergic dialogue and embedded in a monument, which is, in fact, a piece of art. The definition and validation of an effective and flexible people management scheme, able to ensure the overall function of this articulated event-mechanism as well as a valuable visitor-experience dimension, regardless of the type of exhibition content. This has been one the most challenging aspects faced from the first phase of the international competition in 2013 to the detailed architectural design of today. This heritage monument, located at the Champs-Élysées in the 8th arrondissement of Paris, was built in only 3 years and inaugurated, alongside the adjacent Petit Palais and Pont Alexandre III for the Universal Exposition of 1900. The monument, “dedicated by the Republic to the glory of French art” is a masterpiece of Beaux-Arts style and an example of innovative material usage - stone, glass, iron and light steel. With more than 2.5 million visitors each year, the complex hosts a large variety of uses, including more than 90 public and private events per year, temporary exhibitions, commercial spaces, conferences and a permanent science museum, the Palais de la Découverte (“Discovery Palace”), dedicated to mathematics, physics, astronomy, chemistry, geology, and biology. The main objective of the refurbishment project, costing half a billion Euro, is mainly two-fold. Restore the historic building by ensuring a tight dialogue between heritage and the contemporary and modernize the monument in order to develop its cultural, educational, event and commercial functions, resulting in a +30% increase of usable area, which also creates cost-effective solutions. The design and functional response of LAN Architecture, the awarded firm and fifth architect of the Grand Palais, is based on the idea of “executing a story already written”, by learning how to direct this “architectural symphony” and 90
completing the parts, which, for one reason or another, have remained incomplete. As part of the overall strategy, the internal connectivity system played a crucial role in ensuring a comfortable, intuitive and efficient dialogue among the different elements that compose this “symphony”. Among these are the visitor gate, the “Nef” – the main 240m long space, which hosts events like concerts, art fairs, fashion shows and which will host the Fencing and Taekwondo competitions for the Olympic Games and the Wheelchair Fencing competitions for the Paralympic Games in 2024 -, the exhibition galleries, the Palais de la Découverte and the Observatory. The mobility engineering services delivered through the years, were based on a demand-oriented, user-centric and evidence-based approach, aimed at exploring and identifying the most suitable architectural configuration and operational scheme through comprehensive value-engineering exercises, multi-scenario evaluations, sensitivity analysis and risk assessments.
The internal connectivity system played a crucial role in ensuring a comfortable, intuitive and efficient dialogue among the different elements, which compose this “symphony”
keyfacts project
Grand Palais Museum
date
2013 - 2019
client
LAN Architecture
location
Paris, France
service
Pedestrian Flow Assessment/ Parking Traffic Engineering and Design/ Vertical Transportation
short description
Consultancy consisted in defining strategies for pedestrian mobility as well as logistics and deliveries inside the building. Different scenarios were developed in order to create flexible and adjustable solutions.
Crowd Management
Above: view of Grand Palais interior, showing the diversity of functions and queuing people. Below: Pedestrian Simulation analyses - density analysis.
Apart from the architectural design-input and the related â&#x20AC;&#x153;validationâ&#x20AC;? of the effectiveness of the internal connectivity systems (horizontal and vertical) vis-Ă -vis multi-events scenarios, the main outcome of the people mobility assessment was focused on the management aspects. Through the well-rounded and multidimensional analysis of the operational scheme of events, including ticketing strategies, calendar definition and commercial strategies aimed at maximising operations by ensuring the proper functioning of the entire exhibition
machine and proper levels of circulation KPIs (safety, level of service, user-experience, comfort, intuitiveness, commercial potential, etc.). As a result, a pedestrian dynamic microsimulation model was developed to test the proposed scheme against a relevant number of demand scenarios; a designoperational toll and flexible platform to test ex-ante the performance of the museum in terms of people circulation and visitor experience.
91
Retail Balancing the movement of people in retail environments by considering both spatial perception and distribution of flows
There is an intrinsic serendipity to retail that has been in existence for ages â&#x20AC;&#x201C; think of an Arab Bazar or souk. Modern retail planning seeks to return this natural harmony to retail spaces by bringing in the cityâ&#x20AC;&#x2122;s urban qualities. Retail mobility gives special attention to customer comfort levels, waiting times, and economic feasibility, so space saving components are 92
preferred. Vertical transportation plays a key role in the development of retail mobility in tall buildings and complex structures. Properly designed vertical transport systems helps to create attractive, successful and safe buildings, hence improving the experience and overall comfort of building users.
location
Paris, France
client
Galeries Lafayette Haussmann
year
2016 - 2019
Focus What We Areas Do
Galeries Lafayette - Haussmann
93
Vertical Transport in Shopping Malls: Bring Them Up! Very often, the simple task of moving people in retail environments towards the upper floors turns into a tedious commercial challenge for which asset managers and retail planners are constantly trying to find a solution. This challenge is amplified in multi-story shopping centres that suffer from concentrated footfall on lower entrance floors and a significant decrease in pedestrian presence and movement on upper floors. This repetitive phenomenon brings with it a series of implications and consequences for the commercial success of the shopping venue. This inefficiency pushes us (mobility planners and engineers) to explore new methods in measuring the degree to which connectivity among floors, intuitive spatial distribution of functions, wayfinding plans and design, circulation layouts, etc. can contribute to the equal distribution of people on all floors, therefore increasing the value of retail units and improving the customerâ&#x20AC;&#x2122;s experience. In order to provide evidence-based analytical support for architects and planners during the design stage, analytical models are developed and rigorously used early in the process. The models are anchored in purposeful literature, produced to analyze the effects of retail layout on customer behavior and movement patterns. They are adapted to spatial analytical tools and traffic modeling software, capable of forecasting future traffic patterns.
Polygone Shopping Centre â&#x20AC;&#x201C; The Polygone Shopping Centre is located in Montpellier, France. In order to make mobility most efficient within the shopping centre, a volume-to-capacity analysis of escalators was done in order to understand the best placement of escalators within the centre. This analysis of escalator capacity was paired with the calculation of passenger waiting time at different times of day throughout the shopping centre to analyze how to efficiently distribute individuals throughout the space. This investigation calculates the percent of circulation area that can be reached within 30 seconds of an escalator, therefore recognizing how well the circulation strategy is distributed throughout the floors.
Circulation study within the PNB118 East Mall
Two examples are emblematic in recounting how random movement behaviors in a shopping mall can be reconstructed. These examples therefore become the basis for evaluating other alternative architectural layouts. PNB118 East Mall â&#x20AC;&#x201C; The benefits of additional vertical connections in the case of the PNB118 shopping centre in Kuala Lumpur are measured using a different set of indicators and tools. Based on the spatial composition and characteristics of all building floors, equilibrium is sought between two different characteristics of the circulation network: Network Integration and Network Dispersion. The two components are conflicting in nature; the former is a measurement of closeness of all parts to all other parts and the latter is a measurement of clear and intuitive hierarchies. However the balance of both integration and dispersion theoretically allows for the best possible movement of individuals throughout the retail space.
94
keyfacts project
PNB118 East Mall
date
2017
end client
PNB Merdeka Ventures Sdn. Berhad
location
Kuala Lumpur, Malaysia
service
Pedestrian Flow Assessment/ Vertical Transportation
short description
The assessment of the mobility pattern, with particular attention to the internal circulation within the shopping centre and the connection with the Merdeka MRT station.
Retail
Magnitude Low magnitude ■ > ■ > ■ High magnitude
Magnitude Decreased magnitude ■ > ■ > ■ Increased magnitude
Analytical models are adapted to spatial analytical tools and traffic modeling software, capable of forecasting future traffic patterns
Distance (meters) ■<8m ■ 8 m < 16 m ■ 16 m < 24 m ■ 24 m < 32 m ■ 32 m < 40 m ■ 40 m < 48 m ■ 48 m 56 m ■ 56 m < 64 m
Above: mobility schemes at PNB118 East Mall. Left, relationships with previous layout. Right, Changed relationship with the current layout. Below: escalators’ catchment area of existing configuration at Polygone Shopping Centre.
95
Wayfinding: Before Signage Traditional traffic engineering practice describes pedestrian movements in a similar way to vehicle trips, where users should move through a network of links and nodes, opting for the shortest travel distances and lowest journey costs. However, for pedestrian movements, this is simply not true, because the configuration of space plays a crucial role in determining people’s route choice. For example, by understanding how visible and well connected any given room is in a building or any given square is in a neighbourhood, it is possible to predict path choice tendencies and, in turn, expected traffic volumes. Spatial analysis of this kind has been used extensively in recent years and in different contexts. From retail locations like Galerie Lafayette in Paris, to cultural institutions like Jameel Art Centre in Dubai, to transit hub-cum-shopping centres such as Kotelniki and Salaryevo in Moscow. The role of spatial analysis is even more crucial in wayfinding projects, where visibility and routes choice is decisive. The MyTown shopping mall, in Kuala Lumpur, is a good example of how Systematica, appointed both for wayfinding planning and design, has based the entire strategy on a robust analytical work of building configuration. At an early Concept Design stage, the wayfinding system was used as a tool to leverage some of the building’s spatial potential while also ensuring seamless navigation in areas that are less visible and accessible. In the Detail Design phase, spatial analysis was used to identify the exact location and content for each sign. Directional signs are located at prominent decision making points on main trafficked routes, information and utility signs are in the most visible areas, while mall directories are in places where users have a clear perception of space. This methodical and scientific approach allowed Systematica to identify the minimum number of signs required to provide a user friendly, efficient and effective wayfinding system, while also providing the greatest advantage by reducing construction costs and visual pollution.
96
Above: My Town Spatial Analysis Map: Main Users Routes (in red the most used routes; in dark blue the less used ones) Opposite: Photo of constructed MyTown interior. Courtesy of MyTown and Ikano.
keyfacts project
MyTown Shopping Centre
date
2014 - 2015
final client
Boustead Ikano Sdn Bhd
location
Kuala Lumpur, Malaysia
service
Wayfinding Planning and Spatial Analysis
short description
The project for MyTown Shopping Centre consists of two phases. During the Concept Phase, building’ strenghts are identified to orient wayfinding system while in Design Phase, spatial analysis are used to identify the exact location and content of each sign.
Retail
My Town Shopping Centre client
Boustead Ikano Sdn Bhd
location
Kuala Lumpur, Malaysia
year
2014-2015
97
Project Types
98
100 102 104 106 108 110
99
Master Plans The implementation of a well-conceived transport strategy plays a vital role for the delivery of a high quality and vibrant urban precinct; the careful and detailed planning and design of a multi-layered transport systems is therefore critical to the success of every master plan.
MIND: Milano Innovation District Master Plan
PII Montecity Rogoredo Master Plan
EuropaCity Development Master Plan
client
Lendlease
client
Milano Santa Giulia
client
La Belle Etoile
location
Milan, Italy
location
Milan, Italy
location
Paris, France
year
2018-Ongoing
year
2018-Ongoing
year
2019
area
1,048,000m2 (land area)
area
350,000m2 (GFA)
area
800,000m2 (GFA)
with
Carlo Ratti Associati, Land, PwC,
with
Theop
SEC, Aecom, PlusValue
Integrated Logistics Bonded Zone of King Khalid Airport Master Plan
client
Samir Khairallah & Partners /
Athens Waterfront Redevelopment Master Plan
client
General Authority of Civil Aviation
Masdar City Transport Master Plan
Ministry of Culture &v Environment
client
CH2MHill
of Greece/ Niarkhos Foundation
location
Masdar (Abu Dhabi), UAE
(GACA)
location
Athens, Greece
year
2008
location
Riyadh, KSA
year
2010
area
6,000,000m2 (land area)
year
2018-2019
area
1,800,000m2 (land area)
with
Foster + Partners
area
3,000,000m2 (land area)
with
RPBW - Renzo Piano Building
with
DG Jones and SKP
100
Workshop
● study the project relation at wide area To estimate its impact at city scale and in the surrounding areas
Legend ■ = PLOS A (42,600 m) ■ = PLOS B (3,500 m) ■ = PLOS C (408 m) ■ = PLOS D (0 m) ■ = PLOS E (0 m) ■ = PLOS F (0 m)
● relate land-use and transport provision Having higher public transport accessibility where higher densities are located ● provide an integrated set of transport strategies Road reconfiguration, public transport accessibility, functionality of access and parking strategy, pedestrian environment quality, internal mobility, green links, open spaces and connectivity with key surrounding sites represent just few elements of the entire multidimensional approach
Public Transport Accessibility Levels, Athens Waterfront Regeneration Master Plan, with RPBW, 2010 Legend ■ = PTAL 6b ■ = PTAL 6a ■ = PTAL 5 ■ = PTAL 4 ■ = PTAL 3 ■ = PTAL 2 ■ = PTAL 1b ■ = PTAL 1a
● deliver a pedestrian oriented environment Allowing the realisation of active ground floors
Evaluation of traffic flows on surrounding road network, Serp & Molot Master Plan, Moscow, 2013
1467 1059
159
1247 01.LEFORTOVSKAYA
106
147
07.LEFORTOVSKIY VAL.
02.UL. ZEMLYANO VAL. 423
220
03.1Y KRASNOKURSANTSKIY
900
Legend ■ = AM Peak Hour ■ = PM Peak Hour
Project Types
Our goals:
Pedestrian Level of Service shows how walkable is a development, Jumeirah Central, Dubai, 2016
587
1247 900
● implement shared parking strategies Optimising the usage of parking areas across different functions, while decreasing construction costs
04.TAMOZHENNYY PR-D 05.M7-SH. ENTUZIASTOV
318
794 106
1100
10.NIZHEGORODSKATA WEST
06.AVIAMOTOMAYA UL.
476
147 09.PEROVSKIY PR-D
440
660
08.NIZHEGORODSKATA EAST
● future-proof the development Allowing adequate flexibility to accommodate the forthcoming innovation in transport sector, such as mass-car-pool and driverless vehicles 101
Transport Hubs and Stations On top of their crucial mobility dimension, transport hubs and stations are increasingly becoming new urban polarities with multiple functions related to business, retail and hospitality, which increase the projects’ challenges and opportunities.
Bologna Guglielmo Marconi Intl. Airport
Pont de Bondy Metro Station
Simferopol Intl. Airport Accessibility Study
client
Aeroporto Guglielmo Marconi di
client
SGP - Societé Grand Paris
client
Bologna S.p.A.
location
Paris, France
location
Bologna, Italy
year
2016
location
Simferopol, Crimea
year
2019
with
BIG - Bjarke Ingels Group
year
2015-2016
with
Chapman Taylor Architects (Milan
Accord Invest Limited Liability Company
and Silvio d’Ascia
Studio)
Catania Intl. Airport “Fontanarossa” Master Plan 2030
Lima Line2 “Av. FauchettGambetta” Metro Stations
Milan M4 Metro Line Detailed Design
client
S.A.C. Società Aeroporto Catania
client
Salini Impregilo/Ayesa Perù
client
Proger
location
Catania, Italy
location
Lima, Peru
location
Milan, Iltaly
year
2014
year
2014
year
2011
with
ARUP Italia
with
Impregilo
102
Project Types
Our goals:
Large scale connectivity, Susa High-Speed Railway Station, Award winning project - 1st prize, 2011
● optimise the multimodal interchange Locating the different transport modes in line with the number of expected transfers
e
Ru
Connection with surrounding transport modes, Pont de Bondy metro station, with Silvio d’Ascia and BIG, Paris, 2016
A3
● integrate the station with other transit modes Ensuring seamless pedestrian access from multiple directions while improving the attractiveness of the area d
ar
ou
Ed nt
la
93 303 615 234 134 143 146 Avenue
rier
llant Coutu
Paul Vai
5
Trèm
143 134 234 615
1,5 min.
1,
ie Saint Just
● allow for an intuitive navigation Directing users to their destination through clear hierarchy of spaces, ad hoc wayfinding strategies and emerging technologies
il Va
Place Saint Just
m
in
.
2,5
Po nt
Tram 1
146 347 105 303
.
min
ni
allie
RN3
G - Av.
de
MEAUX
nd
Bo y
Ligne 15
ss
le an
th
in.
1 in
m
86
an ss th
1m
in.
. Tzen3
1m
le
143
de Av.
RN3
- Rue
de P
Pedestrian simulations optimise flows’ design, Estacion Central, Lima, 2014 Space Utilisation ■ = > 10 minutes ■ = 10 minutes ■ = 5 minutes ■ = 0 minutes
A3
sny
Ro
aris
PARIS
146 347 105 303 147
● support retail strategies Locating key functions in the most visible areas and commercial activities where higher footfall is expected, being aware that retail offer inside station is evolving towards a more experiential dimension in the passengers’ journey ● comply with security standards Optimising the number and location of turnstiles and security check points ● ensure safety for all users Verifying that all areas can be evacuated by users of all ages and by passengers with reduced mobility
103
High-Rise Buildings High-rise buildings are challenging under every mobility aspect, from the mass-arrival of employees to parking areas, to the management of foot traffic at lobbies, to the efficiency required for vertical transportation systems.
PWC Tower of CityLife
HSBC Catalyst Tower
PNB 118 Tower
client
client
CityLife S.p.A.
client
IJM Construction Sdn Bhd
location
Milan, Italy
location
Kuala Lumpur, Malaysia
year
2019
year
2019
location
Kuala Lumpur, Malaysia
height
175 m (28 Floors)
height
203 m (33 Floors)
year
2011-2015
height
630 m (123 Floors)
with
Fender Katsalidis Architects
PNB Merdeka Ventures Sdn. Berhad
HRDF Towers
Allianz Tower of CityLife
Tour Hermitage
client
Proger - KSA Branch
client
location
Riyadh, KSA
year
2013
height
180 m (36 Floors)
104
Andrea Maffei Architects (Arata
client
Hermitage S.a.S.
Isozaki Associate)
location
Paris, France
location
Milan, Italy
year
2008
year
2011
height
320 m (88 Floors)
height
249 m (50 Floors)
with
with Foster + Partners
358 81
Scenario actuel – heure de pointe véhiculaire [AM]
358
290 0
66 7
795
34 6
358
794
380
38 0
36 6
21 05
794
34 5
79 5
668
1099
66 8
4 16 83 58
57
41 6
57
351
1098
16483 58
16 58 483
1
1
501
1067
31
14 16
2140
1
1098
1
1
2630
483 165 8
398
11 5
1
1852
94
70 1
494
49 4 1536
701
55 1 1536
622
64 12
3.000 - 5.000 véh/h 5.000 - 7.000 véh/h > 7.000
1056
véh/h
Pedestrian simulation of tower lobby, with turnstiles and evelators, KL118 Tower, Kuala Lumpur, Malaysia PROJET HERMITAGE
Vertical transportation configuration, Allianz Former Office Tower, Milan, Italy, 2018 Legend ■ = A.1PL01-02 ■ = A.3PL01 ■ = A.1PL03 ■ = A.2GL01 ■ = B1.1PL01-05 ■ = B1.2PL01 ■ = B1.1GL01 ■ = B2.1PL01-02
● accommodate different users’ needs Multiple drop-off areas and access systems routes have to be provided, since different functions require dedicated areas for employees, valet, visitors and taxies
2915
7352
15 36
2825
3464
639
2825
2799 5323
1045
807
71 3
2243
201
494
2140
1852
118 6152 3
94
556
62 2
2243
53 1
620
146
94
2832 4511
556
2242
véh/h
1124
41 21
867
2832
4510
2242
1.000 - 3.000 véh/h
891
● design a seamless access system An easy and intuitive access system is one of the key challenges in complex buildings 70 9
7 66
891
593
539
223
36 503
57
Legend (veh/h) ■ = 0-1.000 ■ = 1.000-3.000 ■ = 3.000-5.000 ■ = 5.000-7.000 ■ = >7.000
380
36 36 36
81
503 36
345
0 -1.000
Our goals:
10 13
Traffic impact assessment in the surrounding area of Hermitage Tower, Paris, France, 2008
51
● ensure adequate dimensioning of the lobbies The peak-arrival of office workers needs to be properly managed through intelligent control systems ● deliver an efficient vertical transportation system Ensuring average waiting times in line with international standards ● avoid queues to enter and exit the parking areas Through dynamic simulation software it is possible to detect ex-ante parking traffic issues ● optimise the number of car park places Estimating parking demand accurately and promoting shared parking policies and reducing construction costs 105
Project Types
81
Les diagrammes de flux permettent la visualisation de la répartition du volume de trafic sur le réseau. Comme montré dans le diagramme de flux de véhicules à droite, Pont de Neuilly et RD7 sont exposés à un plus grand volume de trafic dans la période du matin. Les volumes élevés ne sont pas des indicateurs du niveau de congestion puisque le réseau routier est divisé en différentes hiérarchies de route correspondant à la capacité différente des routes, c’est-à-dire largeur variable de la route et du nombre de voies.
380
4.4
35 8
3915
81
Retail and Shopping Centres Shopping Centres represent de facto new urban polarities where people not only shop, but also meet, spend time eating or watching a movie, look for basic services like car-rental or post offices. The complexity of these systems requires therefore detailed vehicular and pedestrian studies.
Galeries Lafayette Annecy
Polygone Shopping Centre
Galeries Lafayette Champs ElysĂŠes
client
client
client
Grands Magasins Galeries
Syndicat des Coproprietaires
Grands Magasins Galeries
Lafayette
du Parking-Centre Commercial
location
Annecy, France
Polygone
location
Paris, France
year
2017
location
Montpellier, France
year
2015
area
11,000m2 (GFA)
year
2016
area
6,800m2 (GFA)
area
42,000m2 (GFA)
with
BIG - Bjarke Ingels Group
Lafayette
Salaris Shopping Centre
My Town Shopping Centre
Kotelniki Shopping Centre
client
Essence Development
client
Boustead Ikano Sdn Bhd
client
Essence Development
location
Moscow, Russia
location
Kuala Lumpur, Malaysia
location
Moscow, Russia
year
2014
year
2014-2015
year
2014
area
270,000m2 (GFA)
area
290,000m2 (GFA)
area
140,000m2 (GFA)
with
5+Design
with
5+Design
106
CENTRO COMMERCIALE LE RUGHE
CENTRO COMMERCIALE BUFALOTTA CENTRO EUCLIDE
ROMA EST
VIA CONDOTTI VIA FRATTINA GALLERIA ESEDRA
LE CILIEGIE PO RTA PORTESE VIA SANNIO
CENTRO COMMERCIALE PRIMAVERA
CENTRO COMMERCIALE CASILINO LE TORRI CENTRO COMMERCIALE DIMA SHOPPING
CINECITTÀ 2 LA RO MANINA CENTRO COMMERCIALE CASETTA MATTEI
I GRANAI
● evaluate wide-area mobility patterns Understanding the customers’ catchment area at city scale and the influence of other competitors in determining the vehicular flows to the site
PARCO LEONARDO
Legend
● improve users’ 10-20-30km mare experience and maximize CC PESCACCIO benefits ccroma ByISOCRONA providing excellent min of comfort for level 10.00000 visitors10.00001 of all ages and - 20.00000 20.00001 - 30.00000 mobility needs
CENTRO COMMERCIALE LE TERRAZZE
Car occupancy rate of the parking area, Curno Shopping Centre, 0 1.5 3 Curno, Italy, 2015 Legend ■ = Very low ■ = Low ■ = Medium ■ = High ■ = Very high
Visual integration in the ground floor, Galeries Lafayette Haussmann, Paris, France, 2016 Visual integration ■ = High ■ = Considerable ■ = Moderate ■ = Low
30.00001 - 40.00000
CENTRO COMMERCIALE SEDICI PINI
6
9
12 Kilometers
40.00001 - 50.00000 50.00001 - 60.00000
● deliver efficient parking areas Through dynamic simulations parking access and circulation are tested, to avoid bottlenecks during peak hours and anticipate potential criticalities at all design stages ● provide wayfinding strategies Locating key functions in the most visible areas and ensuring an intuitive navigation even for firsttime users ● adequately dimension the vertical transportation Studying number, location and characteristics of lifts and escalators ● minimise queues at cashiers Introducing the latest innovations in payment technologies and queues management
107
Project Types
Our goals:
Catchement area analysis, Pescaccio Retail Park, Rome, 2015
Museums and Exhibition Centres Space layout and dimensioning play a crucial role in museums and exhibition centres’ success. Mobility of visitors requires an integrated approach, tackling both vehicle and pedestrian movements and using specialised validation tools.
Grand Palais des Champs Elysées
Hayy: Creative Hub
Bayt Al Fann Jameel, Jeddah
[LANDSCAPE CONCEPT DESIGN]
Musée Carnavalet
1.1 COURT YARD VIEW
NOVEMBER 2016. IBDA DESIGN
client
Réunion des Musées Nationaux
client
Abdul Latif Jameel Co. Ltd
location
Paris, France
location
Jeddah, KSA
year
2014-Ongoing
year
2016-2017
location
Paris, France
visitors
1,500 visitors/hour
visitors
2,200 max visitor capacity
year
2015
with
LAN Architecture
visitors
1,000 visitors/hour
with
Françoise Chatillon Architecte
Jameel Arts Centre
Palazzo Italia, EXPO 2015
client
DPA - Direction du Patrimoine et de l’Architecture (Mairie de Paris)
Fondazione Prada
client
Abdul Latif Jameel Co. Ltd
client
Proger
client
Fondazione Prada
location
Dubai, UAE
location
Milan, Italy
location
Milan, Italy
year
2015
year
2013
year
2012
visitors
800 visitors/hour
visitors
4,400 visitors/hour
visitors
1000 visitors/day
with
Nemesi Studio
with
OMA - Office for Metropolitan Architecture
108
Pedestrian flow simulations for Expo 2015 in Milan, to verify safety and comfort conditions
Area (sm) 12,96
Sides (mt) 7,2x3,6 ● increase users’ Our goals:
comfort Modelling pedestrian flows and dimensioning transit areas, passageways and stairs, in order to ensure adequate space for every users
Project Types
Sides (mt) 3,6x3,6
Area (sm) 26
● ensure flexibility of space Providing design and guidelines to accommodate different needs and events over time Guidelines for flexible location of art installations at Jameel Art Centre, Dubai, 2015
Sides (mt) left - 1,8x1,8 right - 3,2x3,2 Area (sm) left - 3,25 right - 10,25 Accessibility analysis from entrances, to deliver intuitive navigation at Bayt Alfann Jameel Art Center in Jeddah, 2016 Accessibility ■ = Directly reachable ■ = Complex to reach
Sides (mt) 4,3x4,3
Area (sm) 18,5
● allow for an intuitive navigation Providing preliminary wayfinding strategies that will enable users to reach their destinations in a quick and direct way. This is done through extensive spatial analysis, mainly based on visibility characteristics, number of turns required to reach any given area, etc.
Sides (mt) left - 2,4x1,2 right - 4,3x2,1
Area (sm) left - 2,8 right - 9,25 ● deliver retail strategies To complement the cultural function of museums offering broader ranges of activities ● comply with security standards Both for art pieces and visitors
Sides (mt) 8,6x4,3
● dimension delivery areas Dimensioning delivery areas to accommodate multiple vehicle typologies
Area (sm) 37 109
Hospitals and Medical Centres As medical practice evolves and gets more technological, hospitals are becoming complex machines where distribution of patients, staff and goods plays a crucial role to their success. Therefore, it is essential to focus on mobility planning at every design stage.
New North Zealand Hospital
Riyadh Security Forces Medical Centre
Algiers University Hospital
client
Herzog & de Meuron
client
Istanbul Universitesi
client
Rizzani de Eccher/ San Raffaele
location
Hillerød, Denmark
location
Istanbul, Turkey
location
Algiers, Algeria
year
2018
year
2012-2013
year
2015
area
112,500m2 (GFA)i
area
110,000m2 (land area)
area
150,000m2 (GFA)
with
Proger
with
MCA - Mario Cucinella Architects
Giza New National Cancer Institute
CerrahpaĹ&#x;a University Medical Campus
Garbagnate Milanese Hospital
client
SOM - Skidmore, Owings & Merrill LLP
client
IIstanbul Universitesi
client
Infrastrutture Lombarde
location
Giza, Egypt
location
Istanbul, Turkey
location
Garbagante M. (Milan), Italy
year
2013
year
2012-2013
year
2011
area
900,000m2 (GFA)
area
117,000m2 (land area)
area
57,000m2 (GFA)
with
Proger
110
Our goals:
PO IN T DE DÉP O SE - MINU TE
P P
● analyse catchment area and emergency response time Identifying the population that can access the hospital by private vehicle, public transport and emergency vehicles response time during peak SAMU hours CH AMB RE
Project Types
Accessibility concept for University Hospital Campus in Algiers, Algeria, 2015
CH AUD E
Traffic simulation during peak hour at Çapa Hospital in Istanbul, Turkey, 2013
● design an access system for multiple PÔLE vehicle typologies TECH NO LO GIQ UE Separating delivery, service and employees’ vehicles from users’ vehicles in a clear and efficient manner ● deliver a phasing strategy Implementing strategic phasing plans to deliver during construction, which involves reorganisation of parking areas, internal circulation and deliveries, etc
Allocated parking areas at the North Zealand Hospital, Denmark, 2018 Parking ■ = Staff ■ = Medical Staff ■ = Patients and Visitors
● provide efficient delivery areas In line with the international and local standards and requirements ● allow for a functional internal distribution Providing dedicated and efficient distribution for hospital’s operation without affecting out patients and inpatients comfort ● ensure accessibility for all Eliminating all barriers that could limit movements of persons with reduced mobility 111
M LO
Research on Innovative Mobility
Disruptive technologies are emerging in an increasingly rapid manner. Systematicaâ&#x20AC;&#x2122;s research unit Transform Transport explores how these disruptions can have a positive impact on our cities, neighbourhoods, and buildings.
2019 Dubai Street Atlas: Reading the Patterns of the Metropolis Tracing the evolution of Dubaiâ&#x20AC;&#x2122;s streets, their uses, potentials, and future.
Re-imagining Corso Buenos Aires
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2018 Re-Imagining Corso Buenos Aires Analyzing the current condition and envisioning the benefits of a future reconfiguration of Corso Buenos Aires, the longest retail street in Milan and even Europe.
2019 Driverless: More of Less? Understanding the impacts of the driverless revolution in our cities and itâ&#x20AC;&#x2122;s future development.
Correlation between Space Syntax and Vehicle Traffic Volumes
2018 Dynamic Spatial Analysis Testing the extend to which route choice is affected by the configuration of the space in the Metropolitan area of Milan by comparing Space Syntax output with macroscopic traffic modelling results.
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Algiers, Algeria Annecy, France Antwerp, Belgium Benghazi, Lybia
London, UK
Bologna, Italy
Albena, Bulgaria
Perm, Russia
Brussels, Belgium
Jeddah, KSA
Tashkent, Uzbekistan
Cortina, Italy
Muharraq, Bahrain
Genoa, Italy
Mecca, KSA
Milan, Italy
Albena, Bulgaria
Moscow, Russia
Montepellier, France
Athens, Greece
Novgorod, Russia
Munich, Germany
Beirut, Lebanon
Riyadh, KSA
Nantes, France
Cairo, Egypt
Doha, Qatar
Palermo, Italy
Gaza City, Palestine
Dubai, UAE
Paris, France
Gaziantep, Turkey
Muscat, Oman
Rome, Italy
GdaĹ&#x201E;sk, Poland
Tbilisi, Georgia
Tripoli, Lybia
Istanbul, Turkey
Tunis, Tunisia
Kaliningrad, Russia
Turin, Italy
Maputo, Mozambique
Valletta, Malta
Ramallah, Palestine
Abu Dhabi, UAE Mumbai, India
Sofia, Bulgaria
0 GMT -12
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Lima, Peru
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Worldwide Involvement Cities around the world witness similar mobility trends. Systematica works in multiple geographic and cultural contexts to deliver effective solutions with a well-rounded vision.
Beijing, China Hanoi, Vietnam
Johor Bahru, Malaysia
Ho Chi Minh, Vietnam
Kuala Lumpur, Malaysia Qingdao, China Shanghai, China Shenzhen, China
Seoul, South Korea
+6 GMT -6
+7 GMT -7
+8 GMT -8
+9 GMT -9
+10 GMT -10
+11 GMT -11
Los Angeles, USA
Systematica operates primarily in Europe and in other geographic areas characterized by strong levels of economic and demographic growth. Systematicaâ&#x20AC;&#x2122;s experience extends to the Middle East, North Africa, Asia, and the United States. 115
Specialised Software Systematica utilizes a variety of software for transportation planning, traffic engineering, infrastructural engineering and urban/ regional planning. These tools validate the projects by giving them quantitative value and scientific significance.
Cube by Citilabs Ltd is the most used and complete transportation analysis system. Cube offers a seamlessly integrated travel forecasting, traffic simulation, and transportation GIS software suite. Cube generates decisionmaking information quickly, through modelling, GIS, statistics, reports and graphs. Cubeâ&#x20AC;&#x2122;s broad range of capabilities answers all of your planning and traffic engineering questions.
Cube Dynasim provides an accurate method of modeling for every detail of parking simulation. Cube Dynasim helps to recreate what is seen on the street and then tests changes to identify the most effective ways to reduce congestion and delays as well as improve safety in the community. The software simulates the flows and interactions of the complete street including cars, trucks, motorcycles, buses, rail vehicles, bicycles, and pedestrians.
Legion Spaceworks by Legion simulates pedestriansâ&#x20AC;&#x2122; behavior and reactions in complex spaces. By generating virtual models, Legion Spaceworks allows for the assessment of effectiveness and design revisions, hence addressing decision-making processes. Legion SpaceWorks is used to study pedestrian flows generated in numerous settings: transport stations and hubs, airports, stadiums and shopping centres.
Paramics Discovery by SYSTRA Ltd is an innovative software used to develop traffic dynamic simulations capable of considering and including all components of traffic flow and congestion. Paramics Discovery outputs are 2D or 3D real-time visual displays, used also in traffic management and road design. Paramics Discovery is unique by providing the dynamic assignment of road networks with unlimited size.
PTV Visum is software for traffic analyses, forecasts and GIS-based data management. It does so by modelling all road users and their interactions. PTV is used to model transport networks and travel demand, to analyse expected traffic flows, to plan public transport services, and to develop advanced transport strategies and solutions.
SIDRA Intersections is used as an aid for the design and evaluation of individual intersections and networks of intersections. The software can be used for intersections, pedestrian crossings, roundabouts, two-way stop signs, all-way stop signs, single point interchanges, and diamond interchanges. The software allows for modelling of separate movement classes with different vehicle characteristics.
116
ss36 road feasibility study, prepared for anas, 2016 A significant amount of traffic data is required to set up reliable traffic simulations, especially in case of national, regional or urban mobility plans. Systematica often devises and undertakes large survey campaigns to count vehicles at peak hours or throughout the whole day. To have accurate results, Systematica combines traffic campaigns with digital cameras and state-of-theart software technologies to count vehicles for multiple consecutive hours, or days. It is in fact possible to have automatic counts that consider different users typologies including trucks, cars, motorbikes, and even pedestrians.
â&#x20AC;&#x153;milano santa giuliaâ&#x20AC;? master plan, 2019 S-Paramics has been selected to simulate road traffic conditions for the Milano Santa Giulia Master Plan. The software simulates the individual components of traffic flow and congestion, and presents its output as a realtime visual display (both two and three-dimensional) for traffic management and road network design. From a simple road network description, a complete and detailed traffic model can be implemented considering features such as bus operations and traffic signal settings, driver behavioural characteristics and vehicle kinematics.
expo 2015, milan, italy Legion SpaceWorks is based on results of many years of research conducted on human behaviour. The software enables sophisticated simulations to be applied to the design process. It offers an innovative method intended to improve structures characterised by the simultaneous presence of large numbers of people. Systematica therefore selected this software to perform all pedestrian dynamic simulation for Expo 2015, where more than contemporary presence of 180,000 visitors have been tested. By using Legion it was possible to identify criticalities and to develop solutions in the very early design stages.
road & transportation master plan of west bank and gaza strip, palestine, 2016 Cube has been used as main analytical software of all master plan scenarios defined in the Road & Transportation Master Plan of West Bank and Gaza Strip, submitted in 2016. With Cube it is, in fact, possible evaluate public transit alternatives, road pricing strategies, land use developments, freight terminal locations, updated signal plans, and alternative geometric designs. Dedicated software training sessions have been organised throughout the process to provide the local technical staff the appropriate know-how for developing and updating the master plan.
117
Clients Architecture and Engineering Company
Asset Management Company
5+Design Aecom URS Italia SpA Aedas AG&P AL_A Arata Isozaki & Associates Arquitectonica ARUP Italia Srl AWP Ayesa BIG - Bjarke Ingels Group BMS Progetti Srl Carlo Ratti Associati Chatillon Citterio-Viel & Partners CZA - Cino Zucchi Architetti Dante O. Benini & Partners Architects D’Appollonia SpA David Chipperfield Architects De Arkitecten Cie Deloitte Consulting SpA Dominique Perrault Architecture F&M Ingegneria SpA Foster + Partners Henning Larsen Herzog & de Meuron Hoeller + Partner LLC Jacobs Consultancy UK Lt John Mcaslan + Partners KCAP Kengo Kuma & Associates KPF - Kohn Pedersen Fox Associates Laap Architects LAN Architecture LAND Srl LIN GmbH - Achitects Urbanists Lombardini22 Mario Bellini Architects Srl Masterplan Studio Srl MCA - Mario Cucinella Architects MVRDV Net Engineering NORR OMA - Office for Metropolitan Architecture OBR - Open Building Research OFFICE Kersten Geers David Van Severen PAM Proger SpA Progetto CMR Project Meganom Recchi Engineering Srl Rogers Stirk Harbour + Partners RPBW - Renzo Piano Building Workshop SCE Project SDA - Silvio D’Ascia Architecture SOM - Skidmore Owings Merill Sotecni-Systra Italia SpAce Matrix Spea Ingegneria Europea Stefano Boeri Architetti Studio Tecnico Associato PLG Strelka KB SWS Engineering SpA TPS Srl UN studio Zaha Hadid Architects Zollet Ingegneria Srl ZTE Corporation
Anas SpA Arexpo SpA Arpinge SpA Arriva Italia Autostrade Centro Padane SpA Autostrada Pedemontana Lombarda Autostrade SpA CINTRA - Concesiones de Infraestructuras Citynove Asset Management Enel Expo 2015 SpA Fiera Milano SpA Fondazione Cortina 2021 Fondazione Fiera Milano SpA Grands Magasins Galeries Lafayette GE.S.A.C. SpA King Khaled International Airport MM - Metropolitana Milanese SpA S.A.C. SpA Sviluppo Sistema Fiera SpA The Floating Piers Srl Tramvie Elettriche Bergamasche SpA Voltri Terminal Europa SpA
118
Construction Company Astaldi Bertini Costruzioni Srl Cividini SpA CISAF Srl - Impresa Costruzioni CMB CMC Compagnia Italiana Costruzioni SpA Ghella SpA Itinera SpA Pizzarotti & C. SpA Salini Impregilo SpA
Promoters and Developers Abdul Lateef Jameel (ALJ) Abu Dhabi Future Energy Company Accord Invest Agipkco Al Akaria Real Estate Al Dar Al Maabar Albena JSCo Altarea Italia Srl Askoll Auchan Bab Al Bahr Development Company Ballymore Properties Bizzi & Partners Boustead-Ikano Sdn Bhd Bouygues Immobilier Bukatir Group Ce.A.S. Srl CityLife SpA Coopsette Cozzi Parodi Holding SpA Deloitte Consulting SpA Dubai Holding DPG - Dubai Property Group Eight Wonder Eurnova Srl
Europa Gestioni Immobiliari Fondazione Prada Foruminvest Italia Srl Groupe Marzocco Hermitage SAS Hines Ikano Boustead Sdn Bhd Ikano Johor Jaya Sdn Bhd INGRED Investimenti Commerciali Viterbo Srl Lendlease Srl Master Retail Srl Milano Santa Giulia SpA Multiplex Neinver Orco Development Penta Investment Pirelli Real Estate PNB Merdeka Ventures Sdn Bhd Poyry Pradera Real Estate Asset & Assurance Service SpA Rhodengas SpA Risanamento SpA Sermedia Sis Sacyr Sistemi Urbani Socri SA Sonae Sierra Stadio TDV SpA Stt Group Ltd Unibail
Public Institutions and Agencies, and Universities Agenzia ICE - Italian Trade Agency Autorità Portuale di Cagliari Autorità Portuale di Genova Bahrain Authority for Culture and Antiquities Banco Interamericano de Desarrollo (BID) Cestec SpA City Planning Bureau - Perm European Commission INEA EIB - European Investment Bank EU - European Union Finlombarda Fondazione Lombardia per l’Ambiente Fondazione Politecnico di Milano FS - Ferrovie Dello Stato Infrastrutture Lombarde SpA LSE - London School of Economics Maputo Municipal Council Municipal Corporation of Greater Mumbai Municipality of Venice OPPIC - Opérateur du Patrimoine et des Projets Immobiliers de la Culture PNA – Palestinian National Authority – Ministry of Transport Politecnico di Milano Republic of Mozambique – Minisitry of Transport and Communications RFI - Rete Ferroviaria Italiana Socialist Republic of Vietnam - Ministry of Transport TM - Transport Malta Università Commerciale “Luigi Bocconi” WB - World Bank Group
Recent Projects Year
Project Title
City
Country
Clients
2019
Libeskind Tower of CityLife Development
Milan
Italy
J+A Consultants | End Client: CityLife
2019
Muscat University Permanent Campus
Muscat
Oman
Hoehler + alSalmy LLC
2019
Charenton - Bercy Development
Paris
France
Bouygues Immobilier
2019
New Tram Line for Montecity Development
Milan
Italy
Architecna Egineering s.r.l.
2019
Piazza Trento Urban Regeneration
Milan
Italy
Citterio-Viel & Partners
2019
New San Siro Stadium Feasibility Study
Milan
Italy
CEAS / End Client: Yard
2019
CJ Live City Master Plan
Seoul
South Korea
BIG - Bjarke Ingels Group
2019
Vanchiglia Shopping Centre
Turin
Italy
Eurofund Torino I Srl
2019
Paketposthalle Development
Munich
Germany
Park Immobilien Projektentwicklung und Planung GmbH (Büschl Unternehmensgruppe)
2019
Maggiore Policlinico Hospital
Milan
Italy
Mythos - Consorzio Stabile s.c.a.r.l. | End Client: Tecnicaer engineering s.r.l.
2019
"Voltri" Port Terminal
Genoa
Italy
Voltri Terminal Europa S.p.A.
2019
HSBC Catalyst Tower
Kuala Lumpur
Malaysia
IJM Construction Sdn Bhd
2019
New Galliera Hospital
Genoa
Italy
Tecnicaer Engineering s.r.l.
2019
EXPO2020_Morocco Pavilion
Dubai
UAE
OUALALOU+CHOI SARL
2019
Galeries Lafayette - Pau
Pau
France
Citynove Asset Management | End Client: Grands Magasins Galeries Lafayette
2019
Galeries Lafayette - Haussmann
Paris
France
SAGL | End Client: Citynove Asset Management
2019
Old Muscat Airport Teminal Redevelopment
Muscat
Oman
Penguin Cube
2019
SS268 State Highway Enlargement
Napoli
Italy
Proger S.p.A.
2019
Mumbai Kanjurmarg Badlapur Railway Corridor
Mumbai
India
Metropolitana Milanese SpA
2018
Marais Citynove
Paris
France
OFFICE Kersten Geers David Van Severen
2018
Palais De La Découverte Museum
Paris
France
OPPIC Opérateur du Patrimoine et des Projets Immobiliers de la Culture
2018
Sustainable Urban Mobility Plan of Venice
Venice
Italy
Comune di Venezia
2018
King Khalid International Airport Integrated Logistics Bonded Zone Master Plan
Riyadh
KSA
Samir Khairallah & Partners | End Client: KSA General Aviation Civil Aviation (GACA)
2018
E-bus depot of Rubattino
Milan
Italy
Cino Zucchi Architetti s.r.l.
2018
Pescaccio Retail Park Master Plan
Rome
Italy
Aareal Bank AG
2018
Quingdao Development Master Plan
Quingdao
China
CE-A studio + Carlo Ezechieli
2018
Market and Due Piligence Study of 5 Parking Structures in Turin, Bologna and Verona
Italy
Arpinge S.p.A.
2018
Extension of Metro Line M1 Milan - Baggio Station
Milan
Italy
Metropolitana Milanese S.p.A.
2018
Extension Project of 8 Gallery Shopping Mall
Turin
Italy
Pradera Management Italy s.r.l. | End Client: 8 Gallery Immobiliare s.r.l.
2018
Urban Road Ring SS51 of Tai di Cadore (Strategic Accessibility Plan of Cortina 2021)
Veneto Region
Italy
Zollet Ingegneria S.r.l.
2018
Alpine World Ski Championships Cortina 2021- SS51 Road Intervention
Cortina
Italy
ANAS Spa
2018
ITOWER Mariott Hotel
Sofia
Bulgaria
Proger S.p.A.
2018
RFI (Italian Railway Infrastructure Manager) Stations Accessibility and Pedestrian Flow Assessment
-
Italy
RFI - Rete Ferroviaria Italiana
119
Year
Project Title
City
Country
Clients
2018
New "T2" Tram Line Feasibility Study
Bergamo
Italy
Tramvie Elettriche Bergamasche S.p.A.
2018
"Telese" High Speed Railway Station Connection: Naples - Bari
Telese
Italy
Net Engineering
2018
Caserma A.Dus Redevelopment Project
Rome
Italy
Barreca & La Varra
2018
US Cities Mobility Research
Torrance
USA
2018
Tashkent City Centre Roads Re-design
Tashkent
Uzbekistan
Strelka KB | End Client: Tashkent Municipality
2018
Alpine World Ski Championships Cortina 2021- Strategic Mobility Plan
Cortina
Italy
Fondazione Cortina 2021 | End Client: FIS
2018
"South Gateway" of Bergamo Urban Regeneration
Bergamo
Italy
Vitali SpA
2018
Comparto Stazioni Urban Regeneration
Varese
Italy
OBR Open Building Research S.r.l. | End Client: Comune di Varese
2018
Europa City Development
Paris
France
La Belle Etoile | End Client: Theop
2018
Tiraboschi Road Re-Design
Bergamo
Italy
Studio Nomos Architettura | End Client: Distretto Urbano del Commercio (DUC) di Bergamo
2018
Cycling Pathway Design
Cesano Maderno
Italy
Comune di Cesano Maderno
2018
Kaliningrad Stadium Development
Kaliningrad
Russia
Strelka KB
2018
Torpedo Stadium Development
Moscow
Russia
Strelka KB
2018
3-Star Hotel of Oman Convention & Exhibition Centre
Muscat
Oman
Hoehler + alSalmy LLC
2018
New North Zealand Hospital
Hillerød
Denmark
Herzog & de Meuron
2018
PII Montecity Rogoredo Development
Milan
Italy
Milano Santa Giulia Spa
2018
Porto Sole Hotel Redevelopment
Sanremo
Italy
Portosole CNIS SpA
2018
Varese City Centre Road Network Assessment
Varese
Italy
OBR Open Building Research S.r.l. | End Client: Comune di Varese
2018
KAFD Experience Centre
Dubai
UAE
SSH Design Free Zone LLC - Sadoon Faisal Al Eisa and Partner Consulting Engineers
2018
Grand Palais Museum - Design Phase (APD)
Paris
France
OPPIC Opérateur du Patrimoine et des Projets Immobiliers de la Culture
2018
Gdansk Young City Master Plan
Gdansk
Poland
Henning Larsen
2018
H2020 DIAMOND Project
-
Europe
Innovation and Networks Executive Agency (INEA) of the European Commission
2018
Neom Regional Land Use Planning
-
KSA
Skidmore, Owings & Merril LLP (SOM)
2018
Urban regeneration project of "Place de l’Etoile"
City of Luxemburg
Luxemburg
Silver Etoile C 2007 S.a.r.l..
2018
Neom Regional Land Use Planning
KSA
Skidmore, Owings & Merril LLP (SOM)
2017
Sanremo "Porto Vecchio" Regeneration Project
Sanremo
Italy
Portosole C.N.I.S S.p.a./Cozzi Parodi Holding S.p.A.
2017
Albena Development Projects
Albena
Bulgaria
AG&P Greenscape S.r.l. / End Client: Albena JSCo
2017
Motorway Section A4 Veneta Traffic Study
Veneto Region
Italy
Open Building S.r.l.
2017
Red Sea Project Strategic Mobility Plan
Al Wajh
KSA
Skidmore, Owings & Merril LLP (SOM) / End Client: Public Investment Fund
2017
T1 Tramway Extension Feasibility Study
Albino / Vertova
Italy
Arch. Marco Lameri / Comune di Ponteranica
2017
Vietnam Railway Feasibility Study
-
Vietnam
Italian Trade Agency / Beneficiary: MoT of Vietnam
2017
SS415 Paullese Road Corridor Strategic Advisory
Lombardy Region
Italy
Autostrade Centro Padane S.p.A.
2017
AS Roma Stadium and TDV Development Master Plan
Rome
Italy
Stadio TDV S.p.A. / Eurnova S.r.l.
2017
San Domenico Ski Resot Mobility
San Domenico
Italy
Bertini Costruzioni S.r.l.
120
Year
Project Title
City
Country
Clients
2017
Galeries Lafayette - Annecy
Annecy
France
Grands Magasins Galeries Lafayette
2017
Cultural Village 2 Development
Dubai
UAE
5+Design
2017
Amazon Delivery Station - Milan, Vigonza (PD) Calenzano Firenze (FI), Origgio, Bologna, Rome
Vigonza / Calenzano
Italy
Aecom URS Italia S.p.A. / End Client: Amazon Transport Italia S.r.l.
2017
Marconi Road Reconfiguration Traffic Study
Cagliari
Italy
CISAF S.r.l. - Impresa Costruzioni
2017
PNB 118 East Mall
Kuala Lumpur
Malaysia
PNB Merdeka Ventures Sdn. Berhad
2017
Dubai Business Bay
Dubai
UAE
5+Design/ End Client: Dubai Properties Group
2017
MIND: Milano Innovation District (Former Expo2015 Site Regeneration)
Milan
Italy
Lendlease S.r.l. / End Client: Arexpo S.p.A.
2016
Comparto Stazioni Master Plan
Varese
Italy
OBR Open Building Research S.r.l.
2016
Toppen Shopping Centre
Johor Bahru
Malaysia
Ikano Johor Jaya Sdn Bhd
2016
Hayy: Creative Hub
Jeddah
KSA
Abdul Latif Jameel Company Ltd
2016
Al Wedyan Development
Riyadh
KSA
5+Design
2016
Ferrovia Napoli-Cancello (Naples-Cancello Railway Connection)
Naples
Italy
Systra Sotecni S.p.A.
2016
SS36 Road Quality Improvement
-
Italy
ANAS S.p.A.
2016
Polygone Shopping Mall
Montpellier
France
Syndicat des Coproprietaires du Parking-Centre Commercial Polygone
2016
Gespar Parking Areas
Parma
Italy
Arpinge S.p.A.
2016
Galeries Lafayette - Haussmann
Paris
France
Galeries Lafayette Haussmann
2016
SS554 Road Traffic Study
Cagliari
Italy
SWS Engieering S.p.A.
2016
Pont de Bondy Metro Station
Paris
France
BIG - Bjarke Ingels Group A/S
2016
Bahrain Pearling Testimony Mobility Study
Muharraq
Bahrain
Bahrain Authority for Culture and Antiquities
2015
Leonardo da Vinci Airport Extension Planning
Rome
Italy
Spea Ingegneria S.p.A.
2015
UnipolSai Tower
Milan
Italy
Mario Cucinella Architects S.r.l. (MCA)
2015
Jumeirah Central Development (Mall of the World)
Dubai
UAE
5+Design
2015
Jameel Arts Center
Dubai
UAE
Abdul Latif Jameel Company Ltd
2015
Simferopol International Airport
Simferopol
Crimea
Accord Invest Limited Liability Company
2015
Route 2020 Dubai Red Line Extension Project
Dubai
UAE
Aedas (UAE)
2015
PNB 118 Tower - West Podium
Kuala Lumpur
Malaysia
PNB Merdeka Ventures Sdn. Berhad
2015
Bouchaoui Specialized Clinic
Algiers
Algeria
Mario Cucinella Architects S.r.l. (MCA)
2015
G124 Urban Research Program
-
Italy
Renzo Piano Building Workshop (RPBW)
2014
AC Milan New Stadium
Milan
Italy
ARUP Italia S.r.l.
2014
Pescaccio Retail Park
Rome
Italy
Lendlease S.r.l.
2014
Algiers Hospital
Algiers
Algeria
Mario Cucinella Architects S.r.l.
2014
Expo 2015 - Italian Pavilion Preparation
Milan
Italy
F&M Ingegneria S.p.A
2014
Catania Airport Master Plan for 2030
Catania
Italy
S.A.C. Società Aeroporto Catania S.p.A.
2014
Køge High Speed Railway Station
Køge
Denmark
Kengo Kuma & Associates
2014
Lima Line 2 Metro Stations - Phase 2
Lima
Peru
Ayesa Perù S.A.C.
2014
Mozambique North-South Railway
-
Mozanbique
Ministry of Transport and Communications of Republic of Mozambique
2014
Riyadh Security Forces Medical Centre
Riyadh
KSA
BMS Progetti S.r.l.
2014
Expo 2015 - Vietnam Pavilion
Milan
Italy
Proger S.p.A.
2014
Genoa Waterfront Development
Genoa
Italy
Renzo Piano Building Workshop (RPBW)
121
Year
Project Title
City
Country
Clients
2014
Moscow River Regeneration Plan (Awarded Competition)
Moscow
Russia
Project Meganom LTD
2014
Expo 2015 - Pavilion NE10
Milan
Italy
Sermedia S.r.l.
2014
Salaryevo Shopping Centre and Transport Hub
Moscow
Russia
5+Design / Final Client: Essence Development
2014
Kotelniki Shopping Centre and Transport Hub
Moscow
Russia
5+Design / Final Client: Essence Development
2014
Curno Shopping Centre
Curno
Italy
Consorzio dei Proprietari Centro Commerciale Curno
2014
The Floating Piers Art Installation
Lake Iseo
Italy
The Floating Piers S.r.l. / ARUP ITALIA S.r.l.
2014
Shaping Ageing Cities
-
Europe
ARUP Italia S.r.l.
2014
Wholesale Food Market (Ortomercato) Regeneration Project
Milan
Italy
Sogemi S.p.A.
2013
Expo 2015 - Italian Pavilion
Milan
Italy
Proger S.p.A.
2013
Giza New National Cancer Institute
Giza
Egypt
Skidmore, Owings & Merril LLP (SOM)
2013
Expo 2015 - West Gate
Milan
Italy
Metropolitana Milanese S.p.A.
2013
Grand Palais Museum
Paris
France
LAN Architecture
2013
Avenida Marginal Waterfront
Maputo
Mozambique
EDSRL Mozambique LdA
2013
Expo 2015 - East Gate
Milan
Italy
Expo 2015 S.p.A.
2013
Expo 2015 - Future Food District Pavilion
Milan
Italy
Carlo Ratti Associati / Fiera Milano S.p.A.
2013
Malta National Transport Strategy Master Plan and Model
-
Malta
Ingenieria y Economia del Transporte S.A. (INECO)
2013
‘Città della Salute e della Ricerca’ Medical Campus
Sesto San Giovanni
Italy
INAR S.r.l.
2013
Lima Line 2 Metro Stations - Phase 1
Lima
Peru
Salini Impregilo S.p.A.
2013
Avcilar University Campus
Istanbul
Turkey
Proger S.p.A.
2013
Olaya Towers
Riyadh
KSA
Proger S.p.A. - Riyadh Branch
2012
Expo 2015 - Mobility Analysis
Milan
Italy
Metropolitana Milanese S.p.A.
2012
Variante 200' Development
Turin
Italy
Recchi Engineering S.r.l.
2012
Susa High Speed Railway Station
Susa
Italy
Kengo Kuma & Associates
2012
Thakher City Master Plan
Mecca
KSA
Proger S.p.A.
2012
Fondazione Prada
Milan
Italy
Prada S.p.A.
2012
Malpensa Airport Wide Area Strategic Plan
Lombardy Region
Italy
Fondazione Lombardia per l'Ambiente
2012
My Town Shopping Centre
Kuala Lumpur
Malaysia
Boustead Ikano Sdn Bhd
2012
Road and Transportation Master Plan of West Bank and Gaza Strip
-
Palestine
European Investment Bank
2012
Electric Mobility Regional Plan
Lombardy Region
Italy
Deloitte Consulting S.r.l.
2011
Perm Kama Valley Development
Perm
Russia
Limited Liability Company "Polis Consulting"
2011
CityLife Development
Milan
Italy
CityLife S.r.l.
2011
Historic City Conservation
-
ECA
Fondazione Politecnico di Milano / The World Bank Group
2011
Milan Line M4 Metro Stations
Milan
Italy
Proger S.p.A.
2011
CityMobil2' Oristano
Oristano
Italy
2011
Capodichino Airport Master Plan
Naples
Italy
Rogers Stirk Harbour + Partners
2011
PNB 118 Tower
Kuala Lumpur
Malaysia
PNB Merdeka Ventures Sdn. Berhad
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Team Systematica Milan
Systematica World
Marta Arduini Elisabetta Bassi Filippo Bazzoni Giulia Boni Oxana Borovkova Giovanni Bottini (Partner, CEO) Francesco Bottini Filippo Bregola Samuele Camolese Silvia Castagna Simone Castelnuovo Rawad Choubassi (Partner, Director) Diego Deponte (Partner, Director) Eduardo Andres Espitia Echeverria Benedetta Fagioli Marzocchi Ilaria Gelmini Andrea Gorrini Harris Grigoropoulos Federico Messa Riccardo Mosco Gregorio Olivetti Claudia Ponti (Partner) Alessio Praticò Dante Presicce Caterina Randone Simona Rapini Nicola Ratti Anahita Rezaallah Costantino Ruscigno (Partner) Gaïa Saghbini Antonela Sborlini Alessandro Vacca Giulia Vasconi Tiffanie Yamashita Lorenzo Zani Dalia Zecchi Marianna Zuretti
Leila Araghian (Regional Representative Middle East) Fusun Aysoy (Regional Representative Turkey) Beth Campbell (Regional Representative USA) Dinh Van Hiep (Regional Representative Vietnam) Tushar Parekh (Partner of Systematica India) Musab Shahin (Regional Representative West Bank and Gaza Strip) Serge Yazigi (Partner of Systematica Middle East)
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Contacts Milan Via Lovanio, 8 20121 Milan, Italy tel +39 02 62 31 19 1 email milano@systematica.net
Beirut Khaled Abdo Bldg., Simon Bolivar St. RaouchĂŠ, Beirut, Lebanon tel +961 1 792 239 email beirut@systematica.net
Mumbai 401A, Royal Garden, Dr. Annie Besant Road, Worli MH 400 018, Mumbai, India tel +91 22 6637 0432 email mumbai@systematica.net
New York 551 Madison Avenue, Suite 450 New York, NY 10022 email newyork@systematica.net
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