Transform transport - issue #1 by Systematica

Mobility solutions

transpo port

To Fabio

transform transport - issue 1

This publication takes stock of more than 25 years of Systematicaâ&#x20AC;&#x2122;s work. Further to its foundation in 1989 by Fabio Casiroli, Systematica has constantly transformed its way of approaching transport, through constant research, with the sole aim of fostering a better future and reaching higher standards for living conditions. Changes in mobility needs and demand, along with the introduction of new technologies and devices and the mutation of urban contexts, have contributed to deeply 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, Systematicaâ&#x20AC;&#x2122;s work is presented through a series of essays on some of its most important projects that are described with an analytical approach and documented in detail, with text, original maps and data. All selected projects are organised by service and type, providing a comprehensive overview on the relevant topics that are contributing to transform transport. Systematica Srl Transport Planning and Mobility Engineering

Transform transport Issue 1 Made in Milan by Systematica Srl © 2017 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 Graphic design: Parcodiyellowstone Printed in Milan in March 2017, by Litogì Srl

Systematica Srl Transport Planning and Mobility Engineering

Via Lovanio, 8 20121 — Milan Italy

t +39 02 62 31 19 1 milano@systematica.net www.systematica.net

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Table of contents

Transport Today: ● a multimodal and integrated approach to mobility planning p.16 ● transport systems interconnected at multiple scales p.18 ● mobility planning involves various expertise p.20

What We Do: ● national and regional transport planning p.26 Re-Giving Value to Time as a First Step Toward Peace Mapping Malta ● urban mobility planning p.34 Bahrain: When Culture Promotes Sustainable Mobility Changeable City Shapes Suburbs: Cities of Tomorrow

● traffic impact study p.56 A Few Sound Principles Can Make Projects Feasible: the Case of Pescaccio Retail Park in Rome ● development transportation planning p.60 Tehran Opens Up For a Change in Its Planning and Design Culture Focus Interview: Shaping Tehran Leila Araghian Masdar City and Its Mobility Paradigm 10 Years Later

Project Types: ● master plans p.102 ● transport hubs and stations p.104

● parking traffic engineering and design p.70

● museums and exhibition centres p.110

Analysing User Behaviour in Parking Areas as a Key Step for Designing Better Ones

● hospitals and medical centres p.112

How to Model 9,000 Parking Places in Kuala Lumpur ● pedestrian flow analysis p.74

Planning Railways for Re-stitching a Once-divided Country: Mozambique

Moving in the Greatest Gathering of the World

Parking Assets: Beyond Transport, a Profitable Investment Opportunity

Minor Interventions for the Largest Metropolis in Europe: Moscow

● high-rise buildings p.106

Making Walking Pleasant (Even in Dubai!)

Location, Location, Location: a Park and Ride Structure in Mumbai

Wayfinding: Before Signage

How Mobility Can Contribute to Accomplish the Sustainability Goals?

● feasibility study of transport infrastructure p.44

● strategic traffic and revenue advisory, and due diligence p.50

● wayfinding planning and spatial analysis p.92

● crowd management and mobility planning of major events p.82 EXPO 2015, Gateway to Italy Walking on Water (Lake Iseo) ● vertical transportation appraisal p.88

● retail and shopping centres p.108

About Systematica: ● latest news: systematica in 12 months p.114 ● worldwide involvement p.116 ● specialised software p.118 ● clients p.120 ● recent projects p.121 ● team p.125 ● contacts p.126

Vertical Transportation: an Integral Building Mobility Component 7

“The Floating Piers” by Christo and Jeanne Claude, Lake Iseo. Accessibility Study by Systematica

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) and Mumbai (India). 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 developmentscale 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 company statement and mission, inscribed by its founder, to deliver highly ethical and professional invest in Research and Development for seeking new approaches and solutions for the ever-changing issue of mobility and transport planning; put social inclusion on top priority, and; search for sound engineering solutions to support sustainable growth. â&#x2020;&#x2019;

Our Approach Systematica’s nearly three-decade experience, its track record, international experience in complex environments, global presence through offices and representatives, trained staff members, expertise in the usage of sophisticated analytical mapping instruments and traffic modelling software and its widely acknowledged tailor-made approach made it possible that Systematica works on complex projects around the globe in equally diverse contexts. The evidence-based approach of Systematica is thoroughly underpinned and supported by an extensive and versatile use of more than 10 different transport modelling tools and simulation codes to explore and identify the most suitable solution in every context and at any scale. Moreover, Systematica’s longstanding experience in large variety of contexts, to include countries with diverse political, cultural and socio-economic conditions, reinforced the development of comprehensive, integrated and well-balanced strategies, based on in-depth and rigorous diagnostic research and multi-dimensional territorial reading. While approaching its professional commitments, Systematica is always seeking to ensure environmental sustainability and financial-economic feasibility of projects and to enhance the quality of the urban environment and living conditions. Since its very onset, Systematica’s practice has been deeply informed and enriched by a firm and continuous commitment on research and development of innovative analytical methods and tools, through a large and diverse range of initiatives, among which the tight relation with leading Universities and other wellestablished educational / research institutions, the participation to European and international calls within R&D frameworks, international conferences and exhibitions – among which the Biennale di Venezia and the Moscow Urban Forum - as well as the constant contribution to relevant publications on transport / urban planning and architecture (Living in the Endless Cities by LSE, L’Almanacco dell’Architetto by Renzo Piano, etc.).

Attention to socio-economic benefits

Integrated multimodal planning

Multidisciplinary approach

Research alongside practice

Tailor-made solutions

The Team Systematicaâ&#x20AC;&#x2122;s team is characterised by its variety in terms of disciplines, qualifications and experience. This allows for a versatile interaction with Clients of different nature and the capability to tailor and tweak approaches according to different project conditions, complexity and geographical characteristics. The team is composed of engineers, architects and urban planners with multiple linguistic proficiency.

Systematicaâ&#x20AC;&#x2122;s team of professionals continuously seeks to enrich its know-how through cross-disciplinary research activities for new methods, instruments and techniques

“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

North-South Railway Development Corridor Pre-Feasibility Study Passengers at Maputo railway station. Systematica proposes the improvement of Mozambican rail transport. client

Republic of Mozambique - Ministry of Transport and Communications

location

Mozambique

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 16

relocation of the airport, the reorganisation of the harbour, and the introduction of new mass transit systems. The Master Plan includes also national and local road network, parking structures, cycling and pedestrian facilities.

Highway Metro Parking Railway

Pedestrian

Monorail

Cycling

Transport Systems Interconnected at Multiple Scales Mobility patterns involve different scales, tightly interlinked and requiring an approach that goes beyond projects boundaries There are no predefined scales of intervention and analytical limits: access to any given building is influenced by interconnected dynamics at the city scale, while inversely provisioned national infrastructure affect circulation at the local scale, parking configuration generates

impacts on the external road network within the surrounding districts, and so on. Systematica is extensively operating at all scales, from National Transport Master Plan to infrastructure at city scale, large developments and complex buildings.

Nation

Region

Transport Hub Buildings

Large Development

City

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 Customersâ&#x20AC;&#x2122; 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

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 it 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 tenantsâ&#x20AC;&#x2122; 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

Road and Transportation Master Plan of West Bank and Gaza Strip Systematica plans the full rehabilitation of Gaza Fishery Port and the realization of a new commercial port in the southern outskirts of Gaza City. client

European Investment Bank

beneficiary Palestinian National Authority Ministry of Transport location

Palestine

year

2013-2016

What

We Do National and Regional Transport Planning p.26

Parking Traffic Engineering and Design p.70

Urban Mobility Planning p.34

Pedestrian Flow Analysis p.74

Feasibility Study of Transport Infrastructure p.44

Crowd Management and Mobility Planning of Major Events p.82

Strategic Traffic and Revenue Advisory, and Due Diligence p.50

Vertical Transportation Appraisal p.88

Traffic Impact Study p.56 Development Transportation Planning p.60

Wayfinding Planning and Spatial Analysis p.92

National and Regional Transport Planning Monfalcone Trieste

Milano

Venezia

Verona

Chioggia

Torino

Bologna

Genova

Ravenna

Savona

La Spezia

Massa

Imperia

Firenze

Ancona

Livorno

Piombino

Civitavecchia

Roma

Manfredonia

Formia Gaeta Olbia

Napoli Salerno

Cagliari

Sea Motorways Program Infrastructural Intervention Master Plan client

RAM - Rete Autostrade Mediterranee

location

Italy

year

2007

Gioia Tauro

Trapani

Messina

Palermo Termini Imerese

Catania Augusta

A number of factors, such as population growth, changes in mobility trends and dynamics, socio-economic and sociodemographic transformations, etc, define the urging needs for improving current and future living conditions on the national and regional scales.

use planning, transport planning and traffic engineering principles on the same analytical platform. Master Plans on the national and regional scales are prepared to constitute decision making tools for public and private entities, including cost estimation exercises and financial analysis for assessing feasibility and viability of major infrastructure projects.

What We Do

planning for an overall and comprehensive vision of transportation networks on the national and regional scales continuously proves to be a keystone in infrastructure planning for accommodating future economic growth.

selected projects

• CIREM Consulting for Sardegna Transport Master Plan, Sardegna, Italy

Transport planning requires a rigorous and methodical planning approach in order to achieve a balanced transportation network and a well-integrated mobility system. Transport Planning on the national and regional scales is underpinned with an in-depth empirical research regarding local characteristics through field surveys in order to establish the mostupdated numerical and quantitative traffic data. Macroeconomic analysis constitutes another key step in the planning process in order to ensure correspondence between general economic indicators and travel demand estimates, which in turn constitute a pivotal component for assessing future traffic conditions and travel needs for passengers and freight.

Bari

Brindisi Taranto

Furthermore, demand studies are accompanied with travel demand forecast modelling where multiple scenarios are generated, based on the most likely evolution of the current status. In addition, multimodal transport models are used on macro and, where applicable, micro scales for assessing cumulative and partial network performance; this is carried out through state-of-the-art four-step traffic models, developed ad hoc through advanced modelling software to meet the purposes of the project.

• Deloitte Lombardia Electric Mobility Plan Prefeasibility Study and Master Plan, Lombardia, Italy

• Malta National Transport Strategy, Master Plan and Model, Malta • Road and Transportation Master Plan of West Bank and Gaza Strip, Palestine • Sea Motorways Program Infrastructural Intervention Master Plan, Italy

Systematica has developed a number of road and transportation Master Plans on national and regional levels in contexts that vary in scale and complexity, in countries with diverse political, socio-demographic and cultural conditions. Said experiences have provided the team with analytical and processing capabilities and techniques that go beyond the mere technical engineering approach, aimed toward a new approach to put regional planning, land 27

Re-Giving Value to Time as a First Step Toward Peace A number of studies aimed to estimate the benefits of peace between Israelis and Palestinians, in terms of GDP per capita, average annual income, however stopped at a few guess-estimates, or some general assumption-based 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 construction of the above modelling and measuring instrument, carried out rigorously by a consortium led by Systematica in an overall duration of 3 years within the framework of the Road and Transportation Master Plan of West Bank and Gaza Strip Project, is unprecedented in terms of empirical detail and comprehensiveness. Said model was constructed for replicating traffic distribution patterns on the current network for the base year, i.e. the current one, through extensive traffic counts, roadside interviews, public transport on and off board interviews. Adequate sample sizes were collected to ensure that a robust modelling platform is obtained. Beside the wide array of output generated, two are worth highlighting: the first is related to the model’s capacity to measure a relationship that today totally lacks; 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 positively infinite. This might have been a useful exercise to do for predicting expected through movements between west and east Berlin in the 80s, and would have perhaps accelerated the wall demolition process a few years backwards! The second output that is worth highlighting is the removal of the road blocks present currently in a permanent fashion, mainly at border crossings and crossing points, and randomly for spot security checks. The uncertainty created by the road blocks (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, in transport infrastructure terms, was constructed and compared to the base year scenario resulting in huge benefits that the Palestinian citizens can crop if the above-mentioned obstacles are simply removed, or in other terms, by normalizing a totally unacceptable abnormal and controlled situation. Generalized cost saving was estimated to be around €100m annually with a potential increase 28

of 1% of traffic, in addition to natural traffic growth, and a reduction of 11% of time loss on the network. As regards public transportation, an increase of distances travelled by using the public transport system is registered, with a decrease of time on board of around 14%. Research on the value of time in a complex territory, like the one in exam, is ongoing and is considered to represent a crucial element toward bringing back normality to a fragmented territory. Daily impediments had de-valued time and declined uncertainty regarding travel times into a physical problematic related to route choice and eventually, traffic distribution and congestion levels. The value of time might be anchored into very technical aspects, such as income, purchase power, willingness to pay and others; in addition to this, the value of time represents freedom and re-giving time to who is righteous to own it brings back dignity to human kind and eventually would constitute a first step toward 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

final client

EIB - European Investments Bank

location

Palestine

service

National and Regional Transport Planning

short description

The unprecedented, multimodal and integrated transport master plan aims at incorporating equally 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.

National and Regional Transport Planning

Removing road blocks from Palestinian roads would allow for a generalised cost saving of around â&#x201A;¬100m/year

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

Road and Transportation Master Plan of West Bank and Gaza Strip Road 60 represents the central backbone of Palestinian road network. Systematica proposes more than 30 projects to improve road transport at national and local scale. client

European Investment Bank

beneficiary Palestinian National Authority Ministry of Transport location

Palestine

year

2013-2016

National and Regional Transport Planning

Mapping Malta Within the framework of the National Transport Strategy for Malta 20501, a comprehensive and indepth investigation of transport sector of the Islands of Malta and Gozo is carried out. A set of analytical activities is undertaken, with the aim of developing a full understanding of the existing transport sector, that is deemed to be a complex multi-fold issue, intertwined with both physical and socio-economic variables. The diagnosis of Maltese transportation comprises of the production of a series of unprecedented GISbased detailed maps. For the first time, the provision of Maltese multimodal transport network, in terms of infrastructure and supply, is surveyed and thoroughly analyzed in collaboration with Transport Malta, the responsible local Authority of the sector. More than a hundred maps are produced to show land, air and maritime transport supply infrastructure, revealing several of its main features: road network hierarchy, geometry and maintenance status; road capacity; bridges and tunnels infrastructure; parking facilities provision; engineering devices (traffic lights and speed cameras) provision; public transport infrastructure and facilities supply; main and secondary multi-modal transport hubs; soft mobility supply, and; catchment areas. The survey does not consider Maltese transport merely in its hard components (infrastructure and facilities) but it also includes its soft components, with a focus on the usage that Maltese people and tourists make of the available network as well as to the variegated range of transport network users. Within this framework, census data, informing about demographics and economics, and land-use data are studied and mapped to compose the territorial base of transport infrastructure. Mobility flows are then disaggregated according to user categories and journey purposes and finally main and secondary commuters journey patterns are observed, quantified and localised. The impressive amount of ad hoc produced maps results innovative for two main reasons, ascribable to its two-fold character, both descriptive and analytical. On the one hand, the survey provides local Authority with an original and comprehensive descriptive tool that accurately depicts the state of the art of Maltese transportation, which results have informed the eGis STREETS Project recently published online by Transport Malta. On the other hand, the set of maps represents a strategic and a scientific-based tool of analysis, capable to: unveil the strengths, weaknesses, opportunities and threats of the Maltese transportation; inform all modelling processes and; address future planning decisions. The National Transport Strategy for Malta 2050 was 32

recently approved and selected by the EU among the portfolio of European Best Practices. The Strategy includes several initiatives for further developments, which proposition is deeply rooted in the findings resulting from the survey campaigns undertaken, anchored into a simple credo: by analysing what you currently see, you can plan for the future.

keyfacts project

Malta National Transport Strategy, Master Plan and Model, Malta

date

2014-2016

final client

Transport Malta

location

Malta

service

National and Regional Transport Planning

short description

The first National Transport Model (NTM) in Malta, constructed to provide integrated transport analyses and forecasts and inform Malta Transport Master Plan 2025, setting the framework and the overall priorities guiding transport investments in land, maritime and air transport sectors.

1 Developed by an international consortium composed of: Ineco (Spain); Systematica (Italy) and Adi Associates (Malta);

Road Carriageway

Road Number of Lanes

Workplace Density

Population Density

PT Routes Density

Public Transport Headway

Walking Accessibility to main PT supply

Malta AM Attracted Trips Density

National and Regional Transport Planning

Road Hierarchy

AM Volume-Capacity

The National Transport Strategy for Malta 2050 was selected by EU as a European Best Practice in transport domain

Accessibility by PT from Valletta

Accessibility by private transport from Valletta

Accessibility by PT from Malta Intâ&#x20AC;&#x2122;l Airport

Accessibility by private transpor from Malta Intâ&#x20AC;&#x2122;l Airport

Accessibility by PT from Marsaxlokk Port

Accessibility by private transport from Marsaxlokk Port

Accessibility by PT from Rabat

Accessibility by private transport from Rabat

Urban Mobility Planning

Le Grand Pari de l’Agglomeration Parisienne (with LIN Architects) client

Présidence de la République Française

location

Paris and Ile de France, France

year

2008-2013

Urban mobility planning continuously demonstrates to be an unavoidable process to set out a comprehensive and evidencebased policy framework aimed at seeking the sustainable growth of our cities, by ensuring that all citizens are provided with a variety of mobility options, improving 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 public space. A well-thought planning process comprises multi-dimensional diagnosis of existing mobility supply and demand, vision building, objective and target setting, policy and measure selection, measure appraisal through modelling and financial/ economic assessment, active communication and dissemination, monitoring and evaluation, considering a variety of factors such as affordability, local culture, socio-demographic trends, economic indicators, urban spatial patterns, environmental issues, financing, energy use and potential impacts on specific target groups among which the elderly (in 2050, for the first time in human history, the number of older people will be greater than the number of children under 15 years old). Over the last two decades, Systematica has been developing transport and mobility plans at both urban and metropolitan scales in different international contexts, setting out long-term strategies as well as short-term implementation/ delivery plans, by paying due regard to the in-depth and multi-dimensional analytical reading of: urban environment; overall sustainable cities’ growth; quality, livability and diversity of the urban environment; integration between the urban outskirts and city centres; operational resilience, and, above all; the intertwined relation between land use and transport planning.

To this end, due to urban physical restraints and the urgent need to make a more efficient use of current infrastructural assets and systems, beside the definition of more conventional transport solutions with priority to public transport, walking and cycling investments, a wide and very articulated range of innovative “management measures” is being explored and assessed, to include ITS and ICT solutions, MaaS applications, digital devices to support smart mobility measures, sharing mobility schemes, e-ticketing and smart payment of public transport systems, actuated and on-demand traffic management systems, real time multi-modal info-mobility and customised travel plans.

selected projects

• Alessandria General Urban Traffic Plan (PGTU), Alessandria, Italy • Alessandria Mobility Urban Plan (PUM), Alessandria, Italy • Ancona Mobility Urban Plan (PUM), Ancona, Italy • Athens Waterfront Regeneration Master Plan, Athens, Greece • Bahrain Pearling Testimony Mobility Study, Muharraq, Bahrain • Beijing World City Study Program, Beijing, China • Benghazi Traffic and Transportation Master Plan, Benghazi, Lybia • Brussels 2040 Strategic Master Plan, Brussels, Belgium • Cagliari Mobility Urban Plan (PUM), Cagliari, Italy • Çapa and Cerrahpaşa University Medical Campus, Istanbul, Turkey • CityMobil2 - Milano/ Oristano, Milan/ Oristano, Italy • Frankfurt Smart City Project, Frankfurt, Germany • G124 Urban Research Program, Italy • Genova Blueprint - Waterfront Regeneration Master Plan, Genoa, Italy • Istanbul Avcilar Campus, Istanbul, Turkey • Jinshan Waterfront Mixed Use Development, Shanghai, China • Le Grand Pari de l’Agglomération Parisienne, Paris, France • Maputo Avenida Marginal Partial Urban Master Plan, Maputo, Mozambique • Moscow River Regeneration Master Plan, Moscow, Russia • Ortomercato Master Plan , Milan, Italy • Perm Strategic Urban Mobility Master Plan, Perm, Russia • Scali Ferroviari Milano (Milan Rail Yards) Overall Study, Milan, Italy • Serp i Molot Desing Competition, Moscow, Russia

• Shapeing Ageing Cities (10 European Case Studies) • Tripoli Green Belt Mobility Master Plan, Tripoli, Lybia • Torino Variante 200 Master Plan, Turin, Italy • Varese Comparto Stazioni (Varese Railway Stations), Varese, Italy

What We Do

more than 75% of the world’s population is expected to live in cities by 2050 and current urban challenges such as sustainability, efficient use of scarce resources, uncontrolled growth and social exclusion will become much more critical. in this regard, urban mobility planning plays a crucial role in supporting good urbanism through the provision of a multi-modal and efficient response to current and future mobility needs of people and businesses.

Bahrain: When Culture Promotes Sustainable Mobility It is not common to develop a comprehensive mobility plan at city scale for the Authority for Culture and Antiquities: this makes the case of Muharraq a unique one. This historical city was the capital of Bahrain until 1923, and 17 buildings related to the pearling economy were recently included in the UNESCO World Heritage lists. A project of restoration of these buildings is currently underway, as well as the development of a pathway, called Pearling Path that will link historical buildings, squares and other open public spaces.

keyfacts project

Pearling Testimony Mobility Study

date

2016

final client

Bahrain Authority for Culture and Antiquities

location

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.

The Pearling Path is approximately 3.4km long, and it crosses a variety of diverse environments, from renovated pedestrian areas, to congested retail streets in the proximity of the vibrant Market Area, to a very narrow urban fabric not accessible by car, to low density residential neighbourhoods. The project has a strong planning and architectural component however it predominantly involves very crucial factors like cultural preservation, increasedtouristic demand and the complex social issue of increasing Muharraq attractiveness for Bahraini families, which have abandoned the city centre in favour of suburban villas. The main challenge to deliver a mobility plan for the Pearling Path implementation is the lack of 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 will contribute to reach those goals.

Muharraq On-street Parking Supply

A detailed GIS database is created in order to collate all relevant collected data into equal and aggregated cells of 150x150m. Data was collected during extensive survey campaigns and comprise mainly of building land uses, current and projected population, on-street and off-street parking demand and parking stock and shortfall. On the basis of the above, parking and mobility strategies were set, underpinning integrated transport policies and actions to be implemented in the short and long terms, alongside the regeneration and development planning vision of the Bahraini Authority of Culture and Antiquities, the project’s major promoter. Above: Muharraq Parking Shortfall and Availability Page beside: pedestrians in a narrow lane in Muharraq historical area.

Urban Mobility Planning

Cultural preservation, attractiveness index and complex social issues are involved in Pearling Path mobility plan

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 Mobility Planning

Al Hidd

Changeable City Shapes The “Changeable City Shapes” is a research on cities conducted by Prof. Fabio Casiroli, the founder of Systematica, passed away in 2015. The research is aimed to explore the different shapes that cities take at different times of the day, influenced by the available modes of transportation and areas reached within a given period of time by private and public transport modes, distinctly. For this reason, Casiroli firmly believed that city shape is not a static element and is continuously subjected to an expansion and shrinking process. Therefore, abstract city shapes, construed as the area covered within any given period by any given transit mode, are influenced by travel times and purposes, as traveling at different times of the day, in different cities with different transit modes result into different city shapes, varying significantly from one city to another. Lessons learnt and conclusions made from Casiroli’s research on the relation between time and city form are numerous and are often rooted into the historical evolution of cities and the degree to which planners and decision makers in different contexts and eras had believed and invested in public and private transit infrastructure in cities, reflecting a long-rooted mobility culture that had characterised and distinguished many cities: northern American, European, far eastern cities and many others. This is shown and proven in the cited research as cities with a long history in investing into Public Transportation such as Tokyo, London and others show totally different forms compared to cities such as Los Angeles and other car dependent cities. Changing forms and their vulnerability are also a result of urban growth patterns, congestion levels and services availability within the same city. This research, among others, shed light on the importance of ensuring coordination between public and private transport and the significant results that could emerge from their unison. Among many others, lessons learnt are again rooted into Casiroli’s approach and philosophy, distinguished by its unconstrained framework of reference and unconditioned precepts, confirmed by Casiroli’s concluding statement while addressing Milan, his most adored hometown: “Different times of the 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 is: widen your view beyond all borders.”

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. Page beside: 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”.

Urban Mobility Planning

Different times of day, different modes of transport: different city shapes. The city is the same, but its shape changes 41

“Suburbs are the cities that we will leave to our children” Renzo Piano, Architect and Senator of the Italian Republic Over the last decades, the analysis of urban revitalization process has been at the centre of political and more technical debate as a concrete possibility to tackle the urgent issue of urban decline, affecting both the metropolitan scale and single neighbourhoods. From a pure social perspective, one of today’s most critical aspects, which is an evident phenomenon in many worldwide environments, is the result of a large and articulated spectrum of combinations of macro factors and/ or location-specific drivers, with serious implications in all aspects of human life’s: physical, environmental, social, economic, health, historical and cultural. Regarding the pure social perspective, which emerges as one of the most critical aspects to face, often exclusion and marginalization, spatial segregation and the increasing concentration of marginalized groups come together with numbers of other issues, such as increasing unemployment and criminality, decreasing quality of dwellings and public spaces. Urban revitalisation represents an effective multidimensional response to urban decline problem and the related social aspects are drivers for social equity, social inclusion, community building and community cohesion. On August 30th, 2013 Renzo Piano was nominated Senator of the Italian Republic and, from the very onset of his mandate, he decided to embrace a creative and concrete role, by bringing his architectural and urban planning significant experience in his political responsibility and dedicating part of his civil and social commitment to the so-called G124 Think Tank. G124 involves a multi-disciplinary team of experts2 and six young professionals - architects, urban planners and engineers - whose primary aim is developing the future of our cities through an attentive analysis of identified challenges and the proposal for actual requalification projects of Italian urban outskirts, the most fragile territories. So far, G124 has operated in Rome, Turin, Milan, Venice and Catania. The overall approach gravitates around the concept of “urban patching” (“rammendo” in Italian), according to which even small but well-designed urban interventions can heal existing urban “wounds” and, as revitalization “sparks”, trigger wider urban regeneration patterns

Urban Mobility Planning

Small but well-designed projects can trigger wider urban regeneration and improve the quality of life in suburbs

Suburbs: Cities of Tomorrow

and improve the quality of life. To this end, the requalification of urban brownfields and fill-in processes are encouraged to intensify the city by building on the built space and careful attention is paid to the evidencebased linkages between the built environment and urban society, the overall social well-being to include demographic, social and economic processes. With this respect, transport and mobility aspects represented key dimensions to tackle in order to: strengthen the effective connection between suburbs and city; avoid isolation, and; ensure convenient, safe and seamless relations to all citizens, both at local and larger scale. Pedestrian friendly and accessible urban environments encourage social connections and, if designed to be appropriate for communities and people, play a significant role in the construction of social relationships and experiences.

2 Systematica is one of G124 Think Tank members; it is responsible of all transport and mobility issues.

keyfacts project

G124 Urban Research Program

date

2015 - Ongoing

final client

RPBW - Renzo Piano Building Workshop

location

Catania/ Rome/ Turin/ Milan, Italy

service

Urban Mobility Planning/ Research

short description

G124 is the Think Tank set up by the architect and senator Renzo Piano and focused on Italian cities’ peripheries. In 2013, Fabio Casiroli was chosen as mobility expert and since then Systematica has been participating to G124 researches and works. Giambellino (Milan) case study is at the centre of the book “Renzo Piano. Diario delle periferie/1 Giambellino, Skira, 2015” Page beside: Giambellino isochrone map; in red the area reachable on foot in 1 minute; in blue those reachable in 10 minutes. Left: A G124 Meeting in Rome.

Feasibility Study of Transport Infrastructure SS36 Road Feasibility Study client

ANAS â&#x20AC;&#x201C; Azienda Nazionale Autonoma delle Strade

location

Lombardia, Italy

year

2016

For years, Systematica has been carrying out different feasibility studies of transport infrastructure, assessing the potential of diverse transportation developments at different scales, from national to regional to urban scale, and in different circumstances, from advanced-economy to developingeconomy contexts, dialoguing with a plethora of clients, from public sector at any governance level to private investors, often with different perspectives. The scope of feasibility studies of transport infrastructure has proven to provide clients with quality information for strategic decision making. Although transportation relevance is worldwide acknowledged today, transportation developments, at every scale and in every considered context, are required to be based on effective and sound outcomes, resulting more often from feasibility studies which goal is to determine both the technical viability and the financial profitability of the considered transport development. Feasibility study of transport infrastructure indeed is an analytical tool through which the positive and negative potential hidden in an investment are unveiled and assessed in the most strategic and integrated manner. Viability of transport infrastructure projects is not predictable; on the contrary its assessment involves a number of variables that most of the time are interrelated, such as: environmental conditions, existing transport provision, existing transport demand, expected future travel demand, user group(s) and stakeholder(s) conflict and goals. These variables and many others are considered simultaneously during the development of a feasibility study of transport infrastructure, consisting in turn of the following components: project description and analysis, market feasibility analysis, technical feasibility analysis, financial feasibility analysis, organizational feasibility analysis and alternatives outlining.

selected projects

• A4 Milano – Bergamo Motorway Widening Intervention Feasibility Study, Milan, Italy • Fiera Milano Exhibition Centre: Road Access System Feasibility Study, Milan, Italy • Fiera Milano Exhibition Centre: Transport Assessment and Feasibility Study for Parking Systems P5-P6 Relocation Project, Milan, Italy • EXPO 2015 Milano Feasibility Study of Accessibility and Mobility System, Milan, Italy • Line 2 and branch Av. Faucett-Gambeta of Subway Network of Lima and Callao Pre-Feasibility Study, Lima, Peru • Malpensa North West Sector Wide Area Master Plan, Malpensa, Italy

• Mozambique North-South Railway Development Corridor, Mozambique

• Nahur Station P+R Feasibility Study, Mumbai, India • New High Speed Railway Station, Florence, Italy • Post Event EXPO 2015 Parking Areas Feasibility Study, Milan, Italy • Simferopol International Airport, Simferopol, Russia • SS36 Road Feasibility Study, Italy • Strategic Road System Zara – Expo Feasibility Study and Operational Appraisal, Milan, Italy • Villa Borghese Public Transport Interchange Hub Feasibility Study, Rome, Italy and Vatican City

What We Do

large investments are often involved in transport infrastructure and their feasibility is hinged on a number of variables that require an in-depth analysis and the use of complex modelling computational tools.

Planning Railways for Re-stitching a Once-divided Country: Mozambique

Palma Mocimboa da Praia

Mueda

Ibo Metangula Marrupa

PEMBA

Montepuez

LICHINGA Malanga

Nacala Ulongue

Cuamba

Ribaue NAMPULA

Lumbo Ilha de M.

Gurue Songo Moatize

Milange Angoche

TETE Mocuba

Luenha

Pebane Mutarara Nicuadala

Caia

Macuze QUELIMANE

Chinde Manica Inchope CHIMOIO Dondo Dombe

BEIRA

Espungabera

Machanga

Inhassoro Massangena Mabote

Chicalacuala

Vilankulo

Chigubo Funhalouro

INHAMBANE Mabalane

Donga Chokwe Chibudo XAI XAI Moamba

Manhica

MAPUTO Boane

Proposed Mozambican Railway Network Map. N-S Corridor runs from Ponta Techobanine to Mocimboa da Praia 46

Bela Vista

Ponta Techobanine

The 2,500km-long NS Corridor will boost economy, connect major cities and encourage social cohesion

Feasibility Study of Transport Infrastructure

The central railway station in Maputo.

Developments in the transport sector in Mozambique has always had a dual agenda: social and economic. While the social agenda has often lagged due to the lack of of investment resources, the country’s poverty level and size, failing to maintain social cohesion demarcated by the civil war in the late 1970s, the economic agenda on the contrary prevailed and justified huge investments mainly in the railway sector to provide inland nations with way outs to the sea. While Mozambique extends along north-south axis, the three freight-dominated railway lines composing the national railway system - Maputo CFM Sul, Beira CFM Centro, Nacala CFM - run from east to west to link Malawi, South Africa, Swaziland, Tanzania, Zambia and Zimbabwe to the Indian Ocean, while serving a very few of the Mozambican major urban

settlements. Mozambican cities are hence not connected to each other and a trip from Maputo to Beira for both goods and people can take place only by car, lasting more than the averagely needed time. The absence of connections between Mozambican cities, where the majority of activities and services are located, entails two main threatening issues: cities’ economy is slowed down by the scarce accessibility and connectivity levels and the process of territorial and social cohesion among the diverse Mozambican Províncias is hindered and negatively affected. Within a general framework of local and international awareness of the importance and potentials of reinforcing the country’s main backbone through rail 47

infrastructure and services, Systematica, as part of a consortium, was awarded by the Ministry of Transport and Communications of the Republic of Mozambique and the World Bank Group the public tender for the development of an overall study on existing and potential extensions of Mozambican railway network. The study has no precedent since Mozambique’s independence in 1975, consisting of the following scope: sector scan and opportunities assessment for Lubombo, Lichinga-Pemba and the new North-South Development Corridors, and; pre-feasibility study and business model for the new North-South railway line. The sector scan and opportunities assessments have the main objective to: assess the current situation in the catchment areas of each Development Corridor; identify ongoing and planned anchor projects; clarify main investment opportunities and relative clusters and; set a list of priority projects up to pre-feasibility stage. The pre-feasibility and business models are complementary to the new North-South railway line sector scan and are aimed to estimate existing and future travel demand for preset time scenarios; develop a macro-simulation model of the proposed railway network; propose the most feasible alignment for the new railway line and; verify technical and financial feasibility for the proposed alignment. Systematica developed a portfolio of proposals for the three Development Corridors and a phase-based development for the new N-S Corridor that is defined on the basis of three main assumptions: geographic barycentric position; strategic proximity to the coast and; higher demand fruition of the new railway line. The proposed N-S Corridor runs along a stretch of about 2,500km crossing and servicing all Mozambique, from the richest cities to the most isolated and depressed rural areas. A phase-based development is proposed: in the short-term all three-existing east-west railway lines are connected to each other through the new N-S railway backbone; in the medium-term all existing and planned ports are connected to the new N-S railway backbone, with the so-called “Rail-Port Links”, which implementation is aimed at enhancing the multimodality of the entire transport network envisaged. The so defined N-S Corridor, along with the portfolio of projects proposed for Mozambican Development Corridors is expected to boost economy, by networking the major cities, provided with better levels of accessibility and connectivity, and encourage the process of social cohesion by including and integrating the areas where the weakest social groups live, currently suffering from serious restrictions in mobility.

Lichinga

Nacala

Cuamba

Tete

Manica

Beira

Chicalacuala R.G.

Maputo

Goba

Mocimboa Da Praia Mutuali Ribaue

Mutarara Inchope

Caia Dondo

Chicalacuala

Ponta Da Techobanine

Palma M. Praia Montepuez

Pemba Nacala

Beira

Nicuadala Quelimane/ Macuze

Funhalouro Inhambane Chokwe

Xai Xai Maputo

The phase-based development of new Mozambican railway network with N-S Corridor: (upper map) existing network; (in the middle) shortterm network; (lower map) medium-term network with “Rail-Port Links”

Feasibility Study of Transport Infrastructure

Afternoon at Maputo Central Railway Station: passengers waiting (overnight) for the next train to arrive. keyfacts project

Mozambique North-South Railway Development Corridor

date

2015-2016

final client

Republic of Mozambique - Ministry of Transport and Communications

location

Mozambique

service

Feasibility Study

short description

Mozambique railway system is fragmented. This Study has the objective to asses the feasibility of a new N-S Railway Corridor (2,500km) linking all existing rail lines. The proposal is based on sector scan and opportunities assessment studies that are carried out at national scale and focused on three main Development Corridors.

Strategic Traffic and Revenue Advisory, and Due Diligence

AC Milan New Stadium Mobility Study client

ARUP Italia

location

Milan, Italy

year

2014

All mobility and transport services provided by Systematica are supported, where applicable, by economic analysis and, in particular, strategic economic advice to government agencies, transport operators, and other businesses. With this respect, strategic traffic and revenue advisory has always been representing for Systematica a specific field of investigation, with a continuous involvement on a large range of transport projects of toll roads and public transport systems, requiring comprehensive economic appraisal and, more importantly, solid and rigorous travel demand forecasting. Forecasting traffic demand is in fact crucial in transport project financing and PPP schemes as the level of traffic expected to be caught by a new infrastructure/system has a relevant impact on both project costs (Capex and Opex) and project revenues, especially for toll roads where user charges consist of the predominant source of cash flow. However, the accurate and realistic estimation of the future level of traffic is a challenging task that requires comprehensive and multidimensional analyses of both current situation and future trends as well as solid traffic modelling at territorial level. In this respect, Systematica has been consolidating its experience in strategic advisory and due diligence projects by developing rigorous traffic and patronage growth models, based on in-depth investigations of existing framework (population, households, employment, income, active population school enrollment, GDP, etc.), the definition of multiple growth scenarios linked to the variation of a large set of parameters and indicators (annual matrices, value of time, GDP, car ownership, etc.), the definition of balanced fare/tariff strategies,

and, if needed, the execution of articulated surveys (Revealed/ Stated Preference Surveys and other types). As far as traffic and revenue advisory is concerned, strategic transport modelling is an unavoidable assessment tool; within the 4-step process, apart from the baseline calibration/validation step, modal split and multi-class traffic assignments steps have a crucial role in producing reliable outcomes. On this concern, Systematica has been developing state-of-the-art procedures, in particular when defining generalized cost equations (VoT, VoC, user perception factors, etc.), replicating users’ travel demand elasticity and developing sensitivity analysis.

selected projects

• AS Roma Stadium Mobility Study, Rome, Italy

• CityLife Overall Transport Assessment Study, Milan, Italy • Cremona – Mantova New Motorway, Lombardia, Italy • BreBeMi - Direttissima Milano-Brescia New Motorway PPP, Lombardia, Italy • Napoli-Cancello Railway Line, Naples, Italy

• Gespar Parking Lots in Parma, Parma, Italy • Lombardia Regional Railway Services, Milan, Italy • Milano – Napoli High Speed Train Connection, Italy • Nahur Station P+R Feasibility Study, Mumbai, India • Tessera Hotel, Tessera, Italy

What We Do

the strong linkage between economy and investment represents a fundamental aspect of current approach to mobility and transport consultancy; among different outcomes, a rigorous and well-structured application of economic techniques and instruments helps decision makers to define pricing and incentive systems for transport agencies and operators, assess wider economic impacts and design price-based measures to align travel behavior with policy and regulatory objectives.

Location, Location, Location: a Park and Ride Structure in Mumbai Location is often construed by analysts to be the most influential parameter that determines the success of any real-estate investment. In transport terms, and in order to assess the success and feasibility of a transit-oriented structure, a three-faceted problematic is identified: location, location and location. Systematica had the chance to experiment this further to its appointment for preparing a feasibility study for the Nahur Park-andRide (P&R) structure in the northern suburbs of Greater Mumbai, located in proximity to existing and operative rail and road infrastructure and facilities. The first facet is related to the Project’s location on the globe, conditioned by the specific regulatory and legislative setup in different countries as well as general its socio-economic, GDP per capita, income structures, etc. The second facet is related to the Project’s location in the city; the specific position of the Project and its connectivity to existing transport infrastructure, such as railway lines and stations, highways and main arterial roads, cycling network, etc. is determinant. The third facet, however, is related to users’ purchase power and willingness to pay for the proposed service; therefore, “location” in this last point is construed as the user’s capability and willingness to pay rent (the literal translation of “location” from French). The above referenced study entailed a detailed analysis of rail and road infrastructure network, on the one hand, and of socio-economic conditions in Mumbai, on the other hand. The former was supported by a fullfledged traffic and Origin/Destination survey, conducted previously by the city of Mumbai. A detailed catchment area for reaching the railway stations along the affected lines in the city of Mumbai were equally studied in detail to map the land use and built up area constituents in all areas that are reachable within 15 minutes on foot. The socio-economic facet, on the other hand, was equally compelling and required a detailed analysis of its impact on current mobility trends and dynamics especially as it regards modal share and people’s willingness to leave their car and shift to an alternative environmentally cleaner, cheaper and faster transport mode: the railway. Socio-economics apart, the initial number of vehicle movements reaching destinations lying within a 15-minute radius from stations was significantly high given the high number of commuters that daily visit the 52

city for work, shopping and leisure purposes; the forecast number of potentially interested vehicle-users decreased drastically once socio-economic conditions are taken into due consideration. This decrease is related to the relatively low average annual income in India (compared to the price of oil in the year of study, 2012). The portion of interested users was calculated then based on previous socio-economic studies in which the Value of Time was estimated. Therefore, the study allowed for an appropriate dimensioning of the P&R structure based on the usage expectancy and provided a reliable response on affordable parking tariff rates, constituting an inversely proportionate relationship between parking demand and potential annual income for the parking operator. In conclusion, the project is envisaged to formulate the very first step of a long path that Mumbai’s decision makers can adopt for relieving the city from its current congestion paralyzing problem through the structured implementation of P&R structures. Furthermore, through the achievement of well-designed mixed-use transit Projects, the initiative is expected, on the city scale, to ground-break a shift in travel behavior where journeys are transformed from a single-mode to a multiple mode, and perhaps more interesting, journey.

keyfacts project

Nahur Station P+R Feasibility Study

date

2013

final client

Pioneer Housing

location

Mumbai, India

service

Strategic Advisory and Due Diligence

short description

Nahur Station P+R is located in Greater Mumbai’s northern suburbs. This Project is envisaged to formulate the very first step of a long path that Mumbai’s decision makers can adopt for relieving the city from its current congestion paralyzing problem through the structured implementation of P&R facilities.

Strategic Traffic and Revenue Advisory, and Due Diligence

Mumbai is paralysed by traffic: multimodal journeys, P&R and TOD can relieve the megalopolis from congestion

Overcrowded Railway Stations in Mumbai

Origin-Destination Traffic Distribution Analysis 54

Among a large variety of investment opportunities, 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 the short as well as in the long term. In general, if the parking structure does not require relevant interventions of extraordinary maintenance to be paid upfront as â&#x20AC;&#x153;ramp-upâ&#x20AC;? necessity at the onset of the concession and it is efficiently managed through the provision of smart parking technologies as partially/fully Parking Access and Revenue Control (PARC) systems - for instance with License Plate Recognition systems, the total operational costs could be limited to only 40% of the expected revenues, leaving a significant net profit that can be partially invested for improving further the overall parking experience of users. Each parking facility, linked to specific functions and segments of users - 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 utilization which need to be carefully considered and thoroughly evaluated with respect to current context peculiarities 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 of all, every transport due diligence should provide a comprehensive and multi-dimensional diagnosis of both historical trends as well as current framework through a quantitative and evidence-based investigation of all analytical systems - spatial/land use, socio-demographic, economic and transport/mobility - on the basis of available statistical datasets and urban/transport plans in force, integrated with additional information gathered through ad hoc revealed and stated preference surveys. To this end, careful attention is to be paid to the evaluation of potential competitors, among which other

parking structures and regulation schemes of on-street parking in the vicinity, investment on other modes of 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 set out by policies and strategies of urban transport plans is getting more and more challenging as urban mobility is changing at an unprecedented pace - also in terms of elasticity of the demand - thanks to the introduction of new technologies and smart solutions which reinforce the Mobility As A Service (MaaS) concept and make forecasts on the long run, in particular of expected urban modal shares, a quite complicated exercise. For this reason, market researches and transport duediligence exercises are called to provide and 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 of certain crucial elements of change, among which political willingness, economic and demographic trends, parking fare regulations, modal split and transport / mobility policies.

Market research and transport due diligence exercises are called to provide and compare an extensive set of potential scenariosÂ

keyfacts project

Gespar Parking Areas in Parma

date

2016

final client

Arpinge

location

Parma, Italy

service

Strategic Advisory and Due Diligence

short description

A market research and transport due diligence exercise 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.

Strategic Traffic and Revenue Advisory, and Due Diligence

Parking Assets: Beyond Transport a Profitable Investment Opportunity

Traffic Impact Study

“Faliro Bay” Athens Waterfront Regeneration Master Plan (with RPBW - Renzo Piano Building Workshop) client

Stavros Niarchos Foundation

location

Athens, Greece

year

2010

This is conducted with utmost care in order to dimension access systems according to needs, while giving the best value to transport infrastructure investments and expenditure. Systematica’s approach to carrying out TIS / TIA has often been characterized by referencing to multiple international sources of traffic engineering standards handbooks and using the most advanced traffic microscopic and macroscopic simulations and validation tools. Said tools are capable, through complex tailor-developed algorithms, to reconstruct realistically driver behavior and network current and future physical and traffic-management characteristics, including complex system of attributes. This activity often goes hand in hand with the Development Transport Planning exercise, complementing said process with timely feedback on the effects and effectiveness of planning decisions and transport network planning proposals. The structure of a TIS varies in scope and complexity depending on the nature of the considered development, nevertheless every traffic impact study considers all transport modes, including private light motorized vehicles, heavy motorized vehicles (servicing and deliveries), public transportation, taxis, cyclists and pedestrians. Moreover, Systematica utilizes complex territorial analysis instruments for studying the Project’s relationship to its context on a wider scale. This entails the use of GIS platforms for interpolating multiple layers of information, such as catchment areas, resident population and other characteristics that would influence traffic distribution reaching any given

development. In conclusion, beyond the traditional aims of Traffic Impact Studies, Systematica’s approaches this issue not as a problem-solving exercise, however seeks proactively to provide the investors with a planning response that leverages the potentials of the Project context and intricacies.

selected projects

• Al Sourouj Traffic Study, Muscat, Oman • Algiers Hospital, Algiers, Algeria • Çapa and Cerrahpaşa University Medical Campus, Istanbul, Turkey • Casetta Mattei Shopping Mall, Rome, Italy • Catania Fontanarossa Intl. Airport Master Plan 2030, Catania, Italy

• CityLife Overall Transport Assessment Study, Milan, Italy • EXPO 2015 - East Gate Access Study, Milan, Italy • EXPO2015 - SP46 Access Study, Milan, Italy • Ferrovia Napoli-Cancello (Naples-Cancello Railway Station), Naples, Italy • Giza New National Cancer Institute, Giza, Egypt • Impact Analysis for EXPO Zara, Milan, Italy • KL118 Tower - West Podium, Kuala Lumpur, Malaysia • Køge High Speed Station, Køge, Denmark • Le Due Valli Shopping Mall, Pinerolo (TO), Italy • Milan M4 Metro Line Detailed Design, Milan, Italy • Pescaccio Retail Park, Rome, Italy

• Roma-Latina Highway Study, Rome, Italy • Route 2020 Dubai Red Line Extension Project, Dubai, UAE • SS554 Road Design Study, Cagliari, Italy • Tuscia Shopping Centre, Viterbo, Italy • Veneto City Master Plan, Padua-Mestre, Italy

What We Do

increasing complexity of transport networks and overall effects of traffic phenomena on everyday life, mainly in urban environments, such as congestion, pollution, crowding, etc. have become a challenging problematic for traffic engineers and transportation planners to tackle and solve. the main objectives of the traffic impact study or assessment (tis / tia) are to curb the external effects of any development expected to generate traffic or influence current traffic distribution patterns, ensuring its surrounding network’s capability that accomodates expected traffic loads.

Pescaccio Retail Park Catchment Area Analysis 58

Over dimensioning transport infrastructure is as bad as under dimensioning. Planning the road access system of the largest planned Retail Park proposed by Lend Lease in Pescaccio, Rome, is a good example of this dichotomy. Previously planned and designed over-dimensioned infrastructure had led to negative financial results that rendered the investment unfeasible. Systematica was called at a later stage to propose an alternative solution, peer reviewing the initial proposal and presenting a new Transportation Plan, re-questioning planning principles and demand assumptions. To cut a long story short, the reduction of around €150m of the previous estimate of €250m was achieved and feasibility was proven through scientific evidence. The success of the above achievement can be summarized in two major elements on which the study was pivoted. The first is travel demand estimate. Travel demand is a determinant element in the transport and infrastructure planning process. Said forecasting exercise can be based on existing Trip Generation manuals however can also be tailor-made and based on visitors’ forecasts, availability of alternative transport modes, comparative-cum-empirical analysis of similar structures in the vicinity, etc. Despite the solid base of case-based Trip Generation manuals, they often fail to comprehend and address the case specificity of different projects. Commercial analytical tools are considered to be highly informative, being based on the user population within the Project’s catchment area and are worth being used for transport forecast purposes. The second aspect is related to a culture of transport planning hinged on heavy infrastructure proposals, free flow solutions, etc. This has historically been questioned (and often doubted) by Systematica, primarily for its urban quality concerns that prevail on traffic engineering surgical solutions for a problem that is often unsolved (as it creates others!). The proposed Transport Plan distributed investments on various parts of the network, aimed to leverage the potentials of existing and planned transport connections and avoid additional and independent access infrastructure. The benefit of this “acupuncture approach”, against a surgical one, are dual and represent a certain win-win condition. On the one hand, the upgraded infrastructure is used by city users

during retail off-peak hours, such as the rush hour and often create new connections that would increase route choice options and reduce travel distances. On the other hand, by using and upgrading existing infrastructure the public benefits from the continuous maintenance efforts that the Private sector would be interested in for its own benefits. At times, a few sound principles can make things happen; if those principles are based on doing less, then it is even better for all: network commuters, retail users, the Public Administration and, not least, the Private Investor.

Proposed Road Infrastructure for Pescaccio Retail Park

Multiple actors can benefit from mobility strategies based on intelligent “doing-less” principles

keyfacts project

Pescaccio Retail Park

date

2014

final client

Land Lease

location

Rome, Italy

service

Traffic Impact Study

short description

Pescaccio Retail Park’s TIS has a twofold aim: define the potential catchment area and develop a detailed study of the required infrastructural provision serving the 150,000 sqm-mixed-use development that will lead to a major transformation of the entire “Minicipio XVI”, west of Rome.

Traffic Impact Study

A Few Sound Principles Can Make Projects Feasible: the Case of Pescaccio Retail Park in Rome

Development Transportation Planning M2

REBAUDENGO

SAN GIO

DORA

Torino Variante 200 Master Plan (with de Arkitecten CIE) client

Recchi Engineering

location

Turin, Italy

year

2012

57 VERONA

R.MARGERITA SUSA 16 57

CASTELLO

SOLFERINO CLN

15 RE UMBERTO PORTA NUOVA

18 16

OVANNI BOSCO

57 CORELLI 75

Land use distribution and layout, road reconfiguration, public transport accessibility, effectiveness and functionality of access and parking strategy, servicing and delivery strategy, pedestrian environment quality, internal mobility, green links, open spaces and connectivity with key surrounding sites represent fundamental components for the success of new development projects. Systematica provides transport planning 18 and design solutions for any kind of real estate development, brownfield urban regeneration, green field development projects (mixed land use, residential, office, TABACCHI TAB leisure, retail, healthcare, education, etc.), with a round and multi-faceted approach for providing a comprehensive support to multidisciplinary teams composed of transport planners, architects, transport engineers, urban planners, urban and policy designers, and others.

REGALDI

Development Transportation Plans 15 are also supported by advanced multi modal macroscopic and microscopic traffic modelling for assessing the project impacts (See Traffic Impact Study) and the effectiveness of transport solutions and possible mitigation measures for all transport dimensions: public transport, private traffic, cycling and walking.

NOVARA NOVARA

What We Do

accessibility and transport are crucial factors to unlock the potential of any urban development; the possibility to arrive and move around easily, conveniently and efficiently is vital for the success of any project. a wellconceived, sustainable and integrated mobility strategy will ensure the provision of adequate capacity and functionality to future mobility needs as well as creating high quality urban environments, by paying due regard to cityscape and streetscape elements.

selected projects

• Aree Ex Falck Sesto San Giovanni Master Plan, Sesto San Giovanni, Italy • AC Milan New Stadium Mobility Study, Milan, Italy • Al Falah New Town Master Plan, Abu Dhabi, UAE • Al Wedyan Development Master Plan, Riyadh, KSA

• Arak High-Speed Railway Station, Arak, Iran • Area FS – Concordia Urban Development Project, Salerno, Italy • AS Roma New Stadium Mobility Study - Phase 2, Rome, Italy • Battersea - Nine Elms - Vauxhall Master Plan, London, UK • Bubny Development, Prague, Czech Republic • Cam-Fin Area Urban Development Project, Milan, Italy • Canal City Development, Abu Dhabi, UAE • Central Market Development, Abu Dhabi, UAE • Chalupkova Development, Bratislava, Slovakia • Ghubra Mixed Land Use Development, Al Ghubra, Oman • Iran Mall, Tehran, Iran • Jumeirah Central Development, Dubai, UAE • Khalidiya Plaza Development, Abu Dhabi, UAE • Le Sporting d’Hiver Residential Building, Principality of Monaco, Monaco • Les Berges de Maine (Maine’s banks) Urban Regeneration Project, Angers, France • Masdar City Transport Master Plan, Abu Dhabi, UAE • Masdar Master Plan - Zero Carbon City, Abu Dhabi, UAE • Milan Historic Fair Exhibition Regeneration Project, Milan, Italy • Mina Zayed Development, Abu Dhabi, UAE • Pardis Golestan Tejarat Mixed-use Development, Tehran, Iran • Piazza Lugano Poste Italiane Development , Milan, Italy • Saigon Peninsula Master Plan, Ho Chi Minh, Vietnam

• Thakher City Master Plan Mobility Master Plan and Vertical Transportation Study, Mecca, KSA • Tour Odeon Development, Principality of Monaco • Tripoli Marina Development, Tripoli, Libya

Tehran Opens Up for a Change in Its Planning and Design Culture A few cities in the world represent better than Tehran the ambitions of an entire country. As Iran opens up to become more permeable to international exchange, Tehran gets ready to become one of the major capitals in its region. New airport terminals, rail infrastructure, iconic landmarks and other developments are being planned or are under construction at an unprecedented scale and speed, rapidly changing the city form and dynamics. While the above might seem to be already in vigor for years, Iran is also opening up for new standards in planning approach that the country had not seen in the past decades. As a result of this rapid evolution, mobility demand is steadily increasing, and traffic issues, in turn, are becoming more and more problematic, threatening the very ambitions that drive this progress. Amidst this, Systematica was called and appointed on a number of projects in the recent years ranging from the Pardis Golestan Tejarat tallest tower-to-be in Tehran, to smaller but equally complex projects such as Ava Centre Shopping Mall to the largest Mall-to-be located in the fast-growing District 22, west of Tehran: Iran Mall. Iran Mall is the most challenging project by far, with more than one million square meters (including parking floors) with one of the largest shopping destinations in the region, a convention centre, a luxury hotel, sport and leisure facilities, as well as a high-rise office tower located at the developmentâ&#x20AC;&#x2122;s western end. More than 20,000 employees are forecast, with more than 185,000 visitors per day. Said figures require substantial investment in transport infrastructure to connect the nearly 17,000 parking places to the external network. In addition, intelligent traffic management solutions are devised in order to ensure traffic flow distribution on more than 15 under and above ground parking floors and reduce external effects during peak hours. Complex traffic modelling of internal and external vehicle movements validated the proper functioning of parking access and circulation and allowed to quantify the need for technological investments in parking access and control systems. The mobility plan is completed through a set of improvements to alternative collective transport solutions to face principally the movements of employees. Two transportation hubs are proposed inside the project 62

Iran Mall Visual Integration Maps keyfacts project

Iran Mall

date

2016

final client

Amoodrah Consulting Engineers

location

Tehran, Iran

service

Development Transport Planning

short description

The Transport Plan sets the accessibility and mobility strategies to one the largest mixeduse developments in Iran (over 1m sqm). The Transport Plan is aimed to provide a set of layers of different transport alternatives that will reduce car dependency to access the project.

Development Transportation Planning

precinct, in order to provide a reliable transport alternative for employees. The location of the hubs takes into account employees’ distribution and walking distances to their destination, while the hubs are dimensioned to ensure a commuting time of less than 20 minutes to the closest metro station, Iran Khodro, located 3km southward. The mobility plan includes precise indications regarding all types of transport, ranging from taxi ranks, GT bus stations, public transport stations, drop off/ pick up and valet system and other system components. Iran Mall is certainly emblematic for Tehran’s aspirations in terms of its planning and design standards and rigorous approach. This project might represent a baby-step in a tedious quest for improving planning and design principles, however it is also an audacious leap toward a new approach in the planning approach that has been missing for some time.

As Tehran grows, mobility demand steadily increases: a change in travel modes can be a great opportunity

R4 - PARKING 243 pp

R3 - PARKING 241 pp

R4 R4

R2m - PARKING 275 pp

R3m

Functions ■ = retail ■ = conference ■ = cinema ■ = hypermarket ■ = hotel ■ = office ■ = staff shuttles ■ = parking

R2 - PARKING 56 pp

R3 R4

R2 - PARKING 302 pp

R1m R2m

P2 - PARKING 525 pp P3 - PARKING 420 pp P4 - PARKING 750 pp P5 - PARKING 753 pp P6 - PARKING 698 pp P7 - PARKING 582 pp P8 - PARKING 582 pp P9 - PARKING 582 pp P10 - PARKING 556 pp

R4 R2

R1m - PARKING 342 pp

R1m R1m

R1 - PARKING 370 pp

R1 R1

P1m - PARKING 373 pp

P1m R1m

P1 - PARKING 1066 pp

P1 R1

P2 - PARKING 2184 pp

P2m R1m

P3 - PARKING 273 pp

P2 P2

PR1 - PARKING 179 pp P3 P3

PP1 - PARKING 468 pp R1 P4

R1 P5

R1 P6

R1 P7

PP2 - PARKING 631 pp PP3 - PARKING 624 pp PP4 - PARKING 624 pp PP5 - PARKING 636 pp

P10 P10

Co-Founder at Diba Tensile Architecture, Aga Khan Architecture Award Winner 2016, Systematica Regional Representative

i: Tehran is growing at a very fast pace. What are the main mobility challenges that the city is facing and what are the biggest opportunities that you see at the moment?

i: The way people received Tabiat Bridge is the evidence that people in Tehran are thirsty for new pedestrian places. What did you learn from it that can be applied to other public places?

la: I think that traffic is the biggest challenge in Tehran. The city is not designed for pedestrians but for the private cars: pedestrians can rely on a multi-modal transport system but this presents weaknesses. The subway network is efficient in terms of design, but its catchment area is very reduced, if compared with Tehran extension: too many areas of the city are not served and a large part of urban population has to face long distances before getting to a subway station. Additionally, an insufficient number of trains travel along the network and travel demand is only partially satisfied. During peak-hour the experience of subway can be unpleasant, discouraging people to use public transport as their daily means of transportation.

la: There are different reasons on why people received Tabiat Bridge very well. I think the first one is that it is a respectful space for pedestrians, in a city that is mainly designed for cars; even bikes or skateboarders are not allowed to pass on the bridge. This provides a space where pedestrians can feel peaceful without any concerns about other disturbing vehicles. Beside this, Tabiat Bridge pays very close attention to humanâ&#x20AC;&#x2122;s physical and psychological needs, in the way benches, green spaces and handrails are designed. The multilayering sophisticated decks provide numerous ways to experience the Bridge and its several activities for people of different ages, moods and needs. I think these are the issues that can be applied in other public spaces to make them human oriented.

Beside this, the entire city is car-oriented, with neighborhoods disrupted by highways that affect negatively the walkability, and sidewalks that are provisioned with discontinuity and very often occupied by motorbikes. Pedestrians in Tehran feel comfortably hardly ever: people who tend to walk and use public transport are not experiencing good quality spaces in the city. What are the opportunities? I think there is always room to make things better, and I call that the opportunity.

Page beside: Off-peak Traffic along an Arterial Road in Tajrish, North Tehran

Development Transportation Planning

Focus Interview: Shaping Tehran Leila Araghian

Masdar City and Its Mobility Paradigm 10 Years Later Throughout the world, cities are currently facing, to different extents, a variety of global challenges, such as uncontrolled growth, urban degradation, globalization, spatial segregation, energy consumption, social exclusion, environmental impact and several other factors which could potentially lead to the decline of the urban culture in the future of mega-cities. By 2050, more than 75% of population will live in cities, meaning that all these threats will become more and more concentrated inside urban areas. Among these challenges, sustainability and energy consumption represent by far urgent aspects that all urban planning and design disciplines are called to carefully consider through a multi-dimensional and fully-integrated approach. Moreover, the world’s greatest cities are trying to promote more low carbon and climate resilient developments, fully aware of the concrete risks associated to climate change and taking more action on climate adaptation and mitigation. The main objective of the Masdar City, conceived by Foster + Partners almost ten years ago, was to provide residents and city users with the highest quality of life and the lowest environmental footprint. A carbon neutral city, 17km far from Abu Dhabi downtown, of around 45,000 residents and 60,000 workplaces in around 6km2 of plot area entirely reliant on renewable energy. In order to adequately respond to the overall aspiration of the project and support the mobility of the city fulfilling the “carbon neutrality” design principle, Systematica developed an integrated and multi-layered transport and mobility strategy3, including a dense and driverless Personal Rapid Transit (PRT) network, with completely separated right-of-way to provide direct accessibility (less than 200m on an average) and ensure comfortable, efficient and seamless door-to-door trips throughout Masdar Citadel, completely free of privatelyowned vehicles. PRT system was designed to cope with around 46,000 trips in the AM peak period (7.00-9.00) of a typical weekday, ensuring full accessibility to 50% of urban functions in less than 100m, thanks to the delivery of 83 stations and an average waiting time between 2 minutes (50% of trips) and 3 minutes (90% of trips). Although the full implementation plan of the original concept of Masdar City is not yet accomplished and the overall sustainable strategy radically revised, Masdar City can be acknowledged as the first worldwide attempt to deliver a complete zero emission urban development model, which have surely paved the way 66

toward low carbon and, to some extent, climate resilient developments. Today, after 10 years, our cities are becoming more and more intelligent, fully connected and “driverless”. Thanks to the availability of sensors and devices, it is in fact possible to understand and monitor in real time what happens, by treating and analyzing big data for developing new services and planning more efficient and sustainable infrastructures. With this respect and among many smart solutions, Connected and Autonomous Vehicles (CAV) represent today the most interesting challenge for a radical change on urban mobility patterns in the future. From a city and transport planning perspective, the real interest is not only related to the vehicle itself and the technology that comes with, but it encompasses a larger, urban-scale vision to envisage how future cities can be shaped and which opportunities CAVs could open up setting out the future of sustainability. To this end, a potential strong reduction of the provision of infrastructural capacity (parking and road and junction capacity) thanks to new and more efficient mobility patterns, would have a radical impact on urban morphology, with the possibility to significantly enhance urban public realms and, in turn, quality of life. keyfacts project

Masdar City

date

2008

client

Foster + Partners

final client

MASDAR - A Mudabala Company

location

Masdar (Abu Dhabi), UAE

service

Development Transport Planning

short description

Masdar City was conceived almost ten years ago as a carbon neutral city in Abu Dhabi, accomodating 45,000 residents and 60,000 workplaces in a plot area entirely reliant on renewable energy. Systematica developed an integrated and multi-modal transport and mobility strategy, including a dense and driverless Personal Rapid Transit (PRT) network.

3 Systematica was appointed from the Master Plan to the Procurement phase to cover all transport and mobility related aspects.

Development Transportation Planning

2h-Traffic Assignment ■ = 0-1600 ■ = 1601-3000 ■ = 3001-4800 ■ = >4800

Elevated PRT express network map and expected patronage level during 2 hours

The elevated PRT Express network (suggested)

Masdar City is the first worldwide attempt to deliver a complete zero emission urban development model

PRT Vehicles Parked at a PRT Station in Masdar

How Mobility Can Contribute to Accomplish the Sustainability Goals?

Certified 40–49 Points

Silver 50–59 Points

Gold 60–79 Points

Platinum 80+ Points

LEED Certification Levels

An exemplary sustainable mobility strategy is planned in the early stages of the planning and design process. Analysing the territory, considerations of environment and energy related aspects as well as the site-specific social and economic trends are among the most significant factors to consider while planning an effective sustainable mobility strategy. Experience and competence are the basic tools of mobility planning specialists to come up with creative and analytical solutions that can be validated using mathematical modelling tools, simulations and computer software. Professionals involved in mobility consultancy often have an adversarial relationship with the sustainability assessment tools and certification systems. The main concern is how to evaluate the accurate sustainability level of a mobility project?

120 ■ LEED ND ■ Transport related

100 80

45/110

60 40

18/42

3/12 Prerequisite

Credits

Transport related credits and points in LEED ND

Points

LEED Neighbourhood Development (LEED ND) is one of the most comprehensive and internationally recognized sustainability assessment methods for evaluation of the projects both in design and completion phase. It has the significant advantage of being very transparent in terms of calculating the points for assessing the overall sustainability level of projects. Based on the total number of points achieved, projects are awarded one of the four levels of Certified, Silver, Gold and Platinum. Calculating the points is through checklists that are available from the USGBC (U.S. Green Building Council) website, with summary of manuals free to everyone. Therefore, it can be considered as a valuable guideline regardless of desire to get the certificate. LEED evaluates the projects across a broad range of criteria that address the sustainability issues, mobility related (directly or indirectly) criteria affect a significant number of prerequisites and credits (45 points out of 110 available points). The importance and effect of the mobility related decisions and choices on the overall sustainability level of projects and developments is significantly considerable that other tools such as Green Star Australia (Design & As Build) considered to have separate calculator for sustainable transport. In addition, recently developed Estidama Pearl rating system of UAE gives points to different mobility related issues such as public transport, bicycle facilities, parking and travel plan to encourage the modal shift towards public modes of transport. These sustainability assessment tools promote “sprawlproof” strategies,” that bind the developments in already developed areas, providing specific definitions of what should be considered “already developed” (ITACA the Italian rating system considers this issue). They also encourage connectivity, which is an issue addressed also by UN-Habitat by analysing 30 world cities. The ideal neighbourhood is easily accessible with high level of interconnectivity both internal and external. Mass public transit systems, play significant roles in connectivity and increasing sustainability by reducing traffic congestions mainly provoked by private cars, therefore carefully planned system both in quality and quantity of provided services, during peak and off-peak periods is essential. Even the stops and stations location and equipment are important to guarantee the good level of service to commuters. The mobility related issues are limited to the abovementioned point, other important factors are; the design of accessibility systems in urban areas, not only in terms of minimum size, but to find solutions to reduce the critical points (percentage of the distance concerned from driveways) for bicycles and pedestrians, shading

Development Development Transportation Transportation Planning Planning

of the paths and proportions of height of the buildings in relation to the road size. It is noteworthy that all the different sustainability assessment tools are encouraging the modal shift towards public and active modes of transport to reduce the CO2 and GHG emissions produced mainly by private cars and promote healthier living conditions. Finally, the truly sustainable future cities and urban areas are not reachable without long-term visions of carefully planned transportation systems through the use of advanced mobility engineering tools.

Above: MU50 Block ; Total Block Length (East Side): 153.5m; Total Frontage with minimum ratio: 80m; Frontage achieving minimum ratio: 52%; Below: The walkable street prerequisite intents to promote transportation efficiency and reduce vehicle distance traveled. As shown in the map above, all the buildings have functional entries to the circulation network, moreover, functional entries are connected to a sidewalks, always larger than 2.5m (except for the tram stops).

Parking Traffic Engineering and Design HIGHER PARKING COMFORT LEVELS

Iran Mall client

Amoodrah Consulting Engineers

location

Tehran, Iran

year

2016

Systematica acts as a specialist consultant to: verify design effectiveness of parking areas inside complex buildings and independent parking structures; carry out complex parking demand computations for estimating realistically the need for parking places, beyond the strict statutory requirements; model and simulate vehicular and pedestrian traffic inside complex parking structures for highlighting congestion situations and capacity shortfall at entry/exit gates and portals, and; provide detailed indications regarding system dimensioning and shortfalls as well as layout efficiency. Parking structures are studied and designed to meet best international practices and standards, with a special focus on LEED Certifications guidelines. Furthermore, spatial verifications are undertaken to grant adequate safety levels in terms of visibility, especially in parking structures where pillars and similar structural elements obstruct vision and lead to unsafe conditions for both pedestrians and vehicles. Systematica has developed, over the years, an outstanding track record through work on parking areas and structures in very complex environments (high rise buildings, stadia, etc.) with a significant number of parking places and forecast traffic volumes.

What We Do

parking traffic engineering and design is aimed principally to measure the circulation and traffic system performance inside complex parking areas and structures. the success of parking areas has proven to be integral to the success of any development as it contributes significantly to customers’/ users’ experience and satisfaction.

selected projects

• AREXPO East Gate Car Park, Milan, Italy • AS Roma Stadium: Parking Analysis, Rome, Italy • Ava Centre Shopping Mall, Tehran, Iran

• Azad Nagar Development - Parking Consultancy, Mumbai, India • Bagdat Caddesi Underground Linear Parking, Istanbul, Turkey • CityLife Overall Transport Assessment Study, Milan, Italy • Curno Shopping Centre, Curno, Italy • Dadar Development - PPL, Mumbai, India • Fiera Milano Parking Analysis, Milan, Italy • San Marco Multimodal Transit Hub, Venice, Italy • Giza New National Cancer Institute, Giza, Egypt • Goregaon Development - Parking Consultancy, Mumbai, India • Goregaon Development - PPL, Mumbai, India • Huges Road Development - PPL, Mumbai, India • Intesasanpaolo Moncalieri, Moncalieri, Italy • Iran Mall , Tehran, Iran • KL 118 Tower, Comprehensive Parking Engineering and Design Study, Kuala Lumpur, Malaysia • Kotelniki Shopping Centre, Moscow, Russia • Metropolis Development, Mumbai, India

• My Town Shopping Centre - Parking Study, Kuala Lumpur, Malaysia • Napean Sea Road Development - PPL, Mumbai, India • Salaryevo Shopping Centre, Moscow, Russia • Shastri Nagar Development, Mumbai, India

Analysing User Behaviour in Parking Areas as a Key Step for Designing Better Ones Analyzing existing parking areas and structures has proven to carry a great amount of data on mobility dynamics and user behavior that can be only revealed through appropriate survey methods. For this reason, appropriately devised survey methods for informing the forecasting and design process is becoming increasingly important for mapping parking occupancy, traffic distribution patterns, parking places desirability index, on the basis of parking layout and desire lines. User behavior surveys done for the existing surface parking at the Curno shopping centre in the Province of Bergamo (Italy) represents a very good example in terms of method and results. In addition to inbound and outbound traffic counts during the 2 peak hours of the day, a licenseplate survey was carried out for a significant sample size comprising cyclical and periodic registrations of license plates of predefined rows of parking places for recording average duration of stay and parking places choice preference. The survey allows to map the preferred parking places and define a score for each of them, calculated on the basis of the stall occupancy throughout the overall shopping centre opening hours. A GIS-based spatial analysis is then developed, to estimate the coefficient for pedestrian and vehicular distances, through statistical inference. The produced maps combine a wide set of data regarding each single stall into a single analytical framework. Results are often surprising as the symmetric building and parking configurations show asymmetrical behavior, comfort levels and attractiveness scores, often influenced by external factors, such as road connections, adjacent functions, etc. and internal factors related to functional distribution inside the Shopping buildings. Mapping existing complex phenomena can only be detected through advanced static and dynamic surveying and modelling instruments and are significantly informative during the design process. This allows to empirically calibrate assumption factors and indices taken in design exercises, validate modelling results and fine tune design principles through reverse engineering. In conclusion, empirical data extraction and analysis together with modelling and projection platforms act complementarily and reciprocally to feed into one another and enhance analytical and design processes for improving comfort levels, attractiveness of parking places and overall functionality of parking areas. 72

Curno Parking Occupancy Rate Map and Curno Parking Isometric Map

Parking Occupancy ■ = very low ■ = low ■ = medium ■ = high ■ = very high

Parking Traffic Engineering and Design

How to Model 9,000 Parking Places in Kuala Lumpur Located in Kuala Lumpur, the KL118 Tower is a 118-storey building comprising a total of more than 400,000 m2 of office, hotel and commercial spaces. The Tower will be the tallest in the country and one of the tallest in the world, exceeding 600m in height, and representing one of the City’s landmarks in less than a decade from now. Systematica was appointed to provide consultancy services on roadway network traffic analysis, parking engineering and pedestrian flow analysis. The Project is considered of high complexity, with more than 15,000 people that are expected to daily transit, live and work in the building; more than 9,000 parking places designated for different land use and facilities are provisioned. A complex forecast model was prepared with the aim of incorporating all mobility dynamics within a single framework, for attaining balance between all transportation modes and all types of users and user groups. Consultancy went hand-in-hand with different trades and design disciplines where output was directly incorporated mainly in parking floors and areas where high traffic volumes are expected such as the MRT connections and tower lobby.

L1 +41

KL 118 Tower, Peak-Hour Parking Model Simulations

B1 +38

L 2 ‘ +50 P6

L 1 ‘ +46

B2 +35

B 1 ‘ +43

B3 +32

B2 ‘ +40 B3 ‘ +37 B4 ‘ +34 B5 ‘ +31

TWO - WAY CIRCULATION

SCHEME IS RECOMMENDED

L 1 +41SYSTEM PERFORMANCE AND REDUCE TRAVEL TIMES/DISTANCES. IN ORDER TO MAXIMISE THE B 1 +38 B2 +35

B1 ‘ +43

B2 ‘ +40

TWO - WAY CIRCULATION

B2 ‘ +40 B3 ‘ +37 B4 ‘ +34 B5 ‘ +31

B4 ‘ +34

B3 ‘ +37

SCHEME IS RECOMMENDED

B3 +32

B5 ‘ +31

IN ORDER TO MAXIMISE THE SYSTEM PERFORMANCE AND REDUCE TRAVEL TIMES/DISTANCES.

B2 +35

B1 ‘ +43

B3 +32

B2 ‘ +40 B3 ‘ +37 B4 ‘ +34 B5 ‘ +31

B2 ‘ +40

B4 +29

B3 ‘ +37

B5 +26

B4 ‘ +34

B5 ‘ +31

KL 118 Tower, Parking Circulation Diagrams

Pedestrian Flow Analysis

Galeries Lafayette Haussmann Pedestrian Study client

Galeries Lafayette

location

Paris, France

year

2016

What we do

walking is undoubtedly the fastest and most convenient mode of transport for short-distance trips at urban scale and inside mixed-use complex buildings. a sound and reliable transport planning shall therefore include pedestrians and consider them among the most important actors who define, with their occasional and systematic movements, the multi-fold pattern of mobility flow.

selected projects

• Bayt Alfann Jameel Arts Centre, Dubai, UAE • CityLife Overall Transport Assessment Study, Milan, Italy • Galeries Lafayette Pedestrian Study, Paris, France • Giza New National Cancer Institute, Giza, Egypt • Grand Palais Museum, Paris, France • Jameel Arts Centre, Dubai, UAE • KL118 Tower - Pedestrian Study, Kuala Lumpur, Malaysia • KL118 Tower - West Podium, Kuala Lumpur, Malaysia • Køge High Speed Station, Køge, Denmark • Kotelniki Shopping Centre, Moscow, Russia • La Valletta City Gate Pedestrian Study, Valletta, Malta • Lima Line 2 Metro Stations, Lima, Peru

Systematica has been considering pedestrian mobility in a number of recent and past projects, assessing and modelling existing and expected pedestrian flows. For this purpose, Systematica utilises pedestrian simulation codes, for all types of pedestrian flow analytical studies in critical environments, with a significant pedestrian flow peak load and complexity, such as transport nodes, high-rise buildings, masses of people gathering in events like sport matches, fair exhibitions, and world expositions (EXPO). Pedestrian simulation codes present ‘intelligent’ decision-making agents which reproduce the pedestrians’ thinking and movement patterns, with accurate replications of physical configuration of spaces that include also elements such as escalators, stairs, and elevators. Changes in the number of people, that may occur according to the considered time interval, or types of people, that may vary according to the considered project, as well as changes in infrastructure can all be modeled and subjected to intense analysis.

• Milan M4 Metro Line Detailed Design, Milan, Italy • Musée Carnavelet, Paris, France • Naples Capodichino Intl. Airport - Pedestrian Study, Naples, Italy • Polygone Shopping Mall, Montpellier, France • Pont de Bondy Metro Station, Paris, France • Route 2020 Dubai Red Line Extension Project, Dubai, UAE • Salaryevo Shopping Centre, Moscow, Russia • Susa High-Speed Railway Station Design Competition, Susa, Italy • UnipolSai Tower, Milan, Italy • Varese Comparto Stazioni (Varese Railway Stations), Varese, Italy

In particular, Systematica has been making extensive use of the most advanced available pedestrian simulation tools, widely used in the transport engineering domain. The main objective of the pedestrian flow analysis is to foresee and assess project characteristics and design specificities measured according to both physical and psychological parametres. Spatial capacity and project performance can be hence measured and all critical aspects can be approached and resolved with appropriate corrective and mitigation measures; the results of simulations can be analysed graphically through 3D animations, colour coded performance maps, statistical reports and graphs, all of which are excellent for sharing results with a technical and non-technical audience.

Making Walking Pleasant (Even in Dubai!)

Facade value ■ = lower ■ = low ■ = average ■ = high ■ = higher

Walking in Dubai is certainly not the primary transport mode, however the efforts done in the last couple of years show that there is room for great improvements. Although Dubai is a city designed for cars, major investments in public transport are now opening the possibility for a more pedestrian-oriented public realm. At planning level, a dense road network with great routes choice encourages pedestrian movements, as shorter and direct travels are possible between most of the functions. Systematica’s involvement in Jumeirah Central Development (formerly Mall of the World) for a duration of 18 months, the visionary project which sought to weave its public realm into a dense pedestrian network, had proven, on paper so far, that grid patterns and road configurations, mixed land use, investment in public transportation and innovative climate controlling could be a keystone in delivering a walkable city, even in Dubai. Throughout the process, planning efforts were concentrated on developing appropriate block sizes, mid-block connections, functional distribution, retailactivated ground floor and several other factors that are expected to contribute to the success of the walkable city. Different land use mixes were tested for generating a high number of internal trips, achieving around 8-12% of total movements. Together with the developed public transport network that reaches a PTAL 5 on average, around 60,000 pedestrian movements are expected during a single peak hour. Beyond said planning efforts, the pedestrian network was engineered with a dual objective: to ensure 76

pedestrian mobility in both winter and summer and at every hour of the day. Movements were fully modelled in order to validate planning decisions and ensure maximum network flexibility and attractiveness, where for instance, a winter-to-summer path detour (due to climatic change) does not exceed 50m. While movement during winter time (good weather) is determined by natural desire lines, preconfigured and intelligently distributed climate-controlled paths in summer are planned to ensure comfort at all possible paths whereas the distance between climatecontrolled and non-climate controlled paths do not exceed 20 to 40 meters, a threshold that results from in-depth studies for identifying the human body’s limit to maintain its comfort conditions before falling into discomfort again further to a change in external temperature. Efforts made for making walking in this 2km2 development in Dubai pleasant are numerous, achieved without an increase in investment cost. This effort on the contrary required an overall review of the BAU planning approach and mindset which defined the local planning norms in the past decades, often steered by the need to meet delivery deadlines. For the first time, Jumeirah Central developers have decided to put “time off the table”, quoting Tim Magill (Design Principal, 5+Design), and focus on showing Dubai something unprecedented with a modest effort to undo some of the planning flaws and to design a city for its users and not their cars. keyfacts project

Jumeirah Central Development

date

2015-2016

client

5+Design

final client

Dubai Holding/ Al Sufouh Development Company

location

Dubai, UAE

service

Pedestrian Flow Assessment

short description

Jumeirah Central is a multi-functional world-class development in Dubai. Systematica works in tight collaboration with architects and developers on both Concept Master Plan (CMP) and Detailed Master Plan (DMP) contributing significantly to the definition of a reliable and diversified transportation network.

4 PTAL (Public Transportation Accessibility Level) is a measurement unit of the degree of connectivity and accessibility by PT resulting into a score that ranges from 1 (worst) to 6 (best) and which varies from one context to an another.

all year

Pedestrian Flow Analysis

summer flows

winter flows

Pedestrian Movements Analysis in Different Climate Conditions

Pedestrians move better in dense road networks with greater route choices and shorter travel distances

Jumeirah Central 3D Views ÂŠ5+DESIGN

Moving in the Greatest Gathering of the World Planning and design of a new development in the holy city of Mecca has no equal in the world from all perspectives, and, in particular, from both cultural and social standpoints. In that sense, Thakher City is a memorable and unique new residential and hospitality-based development, which most relevant peculiarities consist in symbolic and religious aspects related to the greatest human gathering in the world, climate conditions and the highly variable functioning of the whole city. This new urban district is located in the city centre of Mecca, around 2 km north of the main Mosque al Masjid al Haram and it is designed to provide enough capacity - around 2m m2 of GFA - to accommodate up to 250,000 pilgrims during the Hajj, the main Islamic pilgrimage that takes place every year in Mecca, involving more than 2.5m piligrims who arrive and leave in one week. Hajj is literally a once-in-a-lifetime experience, which fixed ritual requires pilgrims to move between four main sites - al Masjid al Haram, Mina, Arafat, Muzdalifah - at given days and following a precise schedule, making transport planning a very demanding and definitely fascinating exercise which requires attention to safety issues through effective and integrated crowd management strategies. On the one hand, the Hajj’s rituals imply a tremendous effect on transport infrastructures, while, on the other hand, they determine a “predetermined” pattern of induced mobility and make the related impact more predictable. With this regard, transport-related aspects of the Thakher City definitively represent a challenging keyfacts project

Thaker City

date

2012-2014

client

Proger

final client

SOM - Skidmore, Owings & Merrill

location

Mecca, KSA

service

Pedestrian Flow Assessment

short description

Thakher City is an urban development (2,000,000m2) a few kilometers away from Ka’aba Mosque. The development is mainly related to Hajj and the design needs to cope with the important amount of expected pilgrims (200,000-250,000) and with uncommon mobility patterns. Vertical Transportation appraisal plays a crucial role within the comprehensive strategy envisaged by Systematica.

A pioneering vertical mass rapid transit system is conceived to move more than 90,000 pilgrims/hour Pedestrian Flow Map (ped/h) ■ = > 100000 ■ = > 50000 and < 100000 ■ = > 20000 and 50000 ■ = > 5000 and 20000 ■ = flow < 5000

Pedestrian Level of Service (LoS) Map ■ = LoS A ■ = LoS B ■ = LoS C ■ = LoS D ■ = LoS E

Pedestrian Flow Analysis

Pilgrims approaching the entrance gate to Al Jamarat, during Hajj

dimension to tackle through a robust, multi-layered and integrated mobility strategy, aimed at providing adequate capacity and functionality to future needs, in order to deliver a massive urban intervention with the lowest impact on surroundings and, in the meantime, creating a high quality urban environment by paying due regard to city-streetscape elements. Due to the peculiarity of the pilgrimage patterns and the limited distance between the site and al Masjid al Haram, walking is by far the predominant mode of transport with peaks of 120,000 hourly movements. As part of the pedestrian accessibility strategy, the provision of a public vertical transportation hub represents a pioneering intervention aimed at seamlessly negotiating the substantial change in elevation - around 80m - from the city level to the upper portion of the site: the planned Gateway Building is in fact an unprecedented marriage between architecture and infrastructure, integrating 54 high-capacity, double-deck elevators, a sort of vertical mass rapid transit system, to smoothly move more than 90,000 pilgrims in one hour. An effective and safe management of hundreds of thousands of first-time visitors coming from all over the world also needs to gravitate around an effective

and solid wayfinding strategy. The distinctive geometric language of the pedestrian network is, in fact, complemented by a clearly defined composition of neighborhoods that differentiate zones within the Master Plan, supporting pilgrims to easily orient themselves; moreover, the subdivision of Thakher City into seven districts is not accidental as the number 7 is very recurring and meaningful in the Islamic culture. Neighbourhoods are defined holistically, using architectural accent colours, landscaping palette, and geometric patterning in hardscaping, as well as traditional elements such as strategic signage, to reinforce wayfinding messages in the most broadly accessible and comprehensible way. Moreover, a proper wayfinding system looks at streets and districts as interrelated elements, weaved to facilitate the experience of space and simplify its visual representation.

Thaker City Pilgrims during the Tawaf, at Masjid al Haram, in Mecca client

Proger

beneficiary SOM â&#x20AC;&#x201C; Skidmore, Owings & Merrill location

Mecca, KSA

year

2012-2014

Pedestrian Flow Analysis

Crowd Management and Mobility Planning of Major Events

EXPO 2015 Accessibility and Mobility Plan client

EXPO 2015 / MM Metropolitana Milanese

location

Rho/ Milan, Italy

year

2010 - 2014

Mobility is in fact a critical component of the overall visitor experience when attending a major event, and expectations are getting even higher. As specific service of the transport planning and engineering industry, it represents by far one of the most challenging and rapidly evolving field. In particular with respect to the following several needs: developing solid multi-scaled analysis and reliable mobility demand forecasting, based on Revealed/ Stated Preference Surveys’ outcomes; assessing cost-effective and wellbalanced measures and interventions, able to justify investments for temporary uses; managing, in a comfortable and safe way, the movement of hundreds of thousands of visitors in a given space, with an eye on heritage and all relevant legacy-related issues. In order to adequately manage mobility issues of big events, the main goal is to achieve, a balanced and sustainable modal shift, through the provision of an integrated transport system, and ensure safe accessibility for pedestrians. The latter can be obtained through the implementation of certain measures, among which: the potential reinforcement of specific public transport services; the provision of temporary remote and local parking lots served by bus shuttles, and; the enforcement of traffic-restricted areas around the site. Getting into the more local scale and the actual management of the site, within the multi-faceted planning process of big events, the definition and design of efficient crowd management solutions represents a keystone around which all other strategies gravitate, including operational security plans, evacuation plans, healthcare management plans and wayfinding schemes. From an analytical perspective, crowd management is mainly based on the comprehensive insight of behavioral dynamics of people’s movements through evidence-based analysis and pedestrian modelling.

Over the last decade Systematica has been developing crowd management projects starting from its valuable and well-round experience on pedestrian modelling and transport planning at any scale of analysis, with the primary aim to improve efficiency, safety, security, visitor experience and profitability of the asset, through enhanced management, design and operation. To this end, Systematica developed a wide range of activities for big events, to include master planning, operational advice, detailed analysis, crowd risk assessment, evacuation analysis, dynamic simulations and design support at any level. By achieving a firm understanding of crowds’ usage of space in relation to the distribution of services and attraction points, the configuration of the pedestrian environment and the provision of information, with wayfinding strategies and signage, Systematica effectively informs the development of design by assessing the actual capacity of each component and the performance of alternative design layouts, dwell times and circulation patterns to maximize the potential throughput. In doing this, Systematica always pays due regard to the need to make “first time” visitors fully aware of all available transport alternative modes, ensuring easy of movements, through a well-designed and people-centered, smart and real-time info-mobility systems, innovative booking and payment schemes as well as efficient wayfinding systems.

selected projects

• EXPO 2015 - Joomoo Pavillion, Milan, Italy • EXPO 2015 - Metro Access Study, Milan, Italy • EXPO 2015 - Nepal Pavillion, Milan, Italy • EXPO 2015 - Palazzo Italia, Milan, Italy • EXPO 2015 - Pavillion NE10-11, Milan, Italy • EXPO 2015 - Comprehensive Pedestrian Study, Milan, Italy • EXPO 2015 - Vietnam Pavillion, Milan, Italy • FFD - Future Food District, Milan, Italy • The Floating Piers Multimodal Accessibility Plan, Lake Iseo, Italy

What We Do

the development of tailored and effective mobility plans at both strategic and more operational levels as part of a wider and articulated management strategy of major events has been assuming over the last decade a crucial role in improving the visitors’ experience and, in turn, ensuring the overall success of the operation.

EXPO 2015, Gateway to Italy Cluster Fruits and Legumes

Expo Centre

National Pavilion Nepal

Cluster Coffee

National Pavilion Vietnam Underground Station Rho Fiera

EXPO 2015 Feeding the Planet, Energy for Life held in Milan was a unique major event of extraordinary relevance that made Milan the main gateway of Italy throughout the six months of the event. The overall success is confirmed by the general international response and the observed daily flows of visitors. The Exhibition involved 138 Official Participants, representing 86% of the world 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 was in the region of 140,000 visitors with more than 250,000 people during the weekends and 84

Service Areas Pedestrian Walkway

other special days (259,093 visitors on September 29th was the highest peak reached), resulting in more than 20m visitors during the whole event. Although transport did not represent the main theme of the EXPO 2015, particular attention was paid to visitorsâ&#x20AC;&#x2122; mobility, and all multi-dimensional related aspects, among which walking as a focal field of investigation, steered the design of the site in order to accommodate and move smoothly the expected visitors. Mobility planning of EXPO 2015 is called to work 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.

National Pavilion Lâ&#x20AC;&#x2122;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

While keeping fully consistency with the originally stated principle of sustainability, the resulting mobility plan encompassed an integrated set of strategies and a scientific approach toward the assessment of the effectiveness of all key infrastructures and mobility services, specifically provided to ensure an adequate level of accessibility to the 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 daily EXPO population reached the site by using the available public transport services, specifically reinforced for the event, from high-

project

EXPO 2015 Accessibility and Mobility Plan

date

2010-2014

final client

EXPO 2015 SpA / MM Metropolitana Milanese

location

Milan, Italy

service

Crowd Management and Mobility Planning of Big Events

short description

Systematica carries out a comprehensive accessibility and mobility plan for EXPO 2015. Detailed pedestrian analyses are developed for pavilions, clusters, thematic areas, in/out gates and metro stations at fringe. The Planâ&#x20AC;&#x2122;s main objective is to grant EXPO 2015 visitors a safe and comfort mobility experience.

speed railway services to urban subway connections and metropolitan/urban railway services. EXPO gates were equipped with a bike sharing service providing normal and assisted pedal bikes and a multifuel hybrid People Mover service along the edge/ boundary of the site. Regarding the pivotal aspect of walking, 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 pedestrian gateways of the exhibition site and the most important attractors and pavilions exhibited during EXPO 2015. 85

Crowd Management and Mobility Planning of Major Events

Cluster Bio-Mediterranean

COSTA VOLPINO P 100 stalli Camper Darfo B/T

Walking on Water (Lake Iseo)

LOVERE 250 stalli auto - Battello P PISOGNE Treno - 1.200 stalli Auto Battello - 390 stalli Auto (di cui 50 disabili) P BUS GT - 20 stalli Bus P

SP46

SS 42

BERGAMO/SERIATE

CASTRO

TOLINE

RIVA DI SOTTO

VELLO

The Floating Piers, the last conceptual work by the Land Art Artists Christo and Jeanne Claude on Lake Iseo was opened to the public for less than three weeks in 2016. The Project represented a long-held dream for the artist: the walkway, stretching around 3km and floating on the deep blue water of Lake Iseo, connected Monte Isola, the main mountain-island to the mainland and to San Paolo small private island. Like all Christoâ&#x20AC;&#x2122;s projects, The Floating Piers, composed of 220,000 high-density polyethylene cubes and covered by a saffron-coloured waterproof nylon fabric, was free of charge and accessible 24 hours a day, becoming an actual extension of the street network which belongs to everyone.

MARONE P P Treno/Barcaioli - 470 stalli Auto P BUS GT - 34 stalli Bus SP BS 0

CARZANO TAVERNOLA

SALE MARASINO P Battello - 20 stalli Bus GT SENSOLE

PESCHIERA.M

SULZANO P BUS NAV - 500 stalli Moto PREDORE

SARNICO P

P Battello - 458 stalli Auto

PARATICO

> dir. Bergamo

CLUSANE

P P 500 stalli Auto P 10 bus GT

P P P

Treno BLU 400 pax/ giorno Domenica SP 91

CORTE FRANCA P 1.700 stalli Auto

PALAZZOLO S/O

(di cui 150 per disabili) SP11

i-Ve

S 46

A4 | M

ISEO Battello - 550 stalli Auto BUS NAV - 1.150 stalli Auto (di cui 100 per disabili) BUS GT - 80 stalli Bus

PROVAGLIO P BUS NAV - 388 stalli auto P BUS GT - 5 stalli Bus

SP B

> dir. Milano / Torino

PILZONE BUS NAV - 400 stalli auto (di cui 100 per disabili)

CAPRIOLO P 2.000stalli Auto (di cui 50 per disabili)

I XI

B SP

10 S5

FRANCIACORTA OUTLET

ROVATO

6 After the successful experience of EXPO 2015, Systematica was appointed by The Floating Piers to formulate the strategic multimodal accessibility plan of The Floating Piers that was then delivered to the territory for the subsequent translation in the operative and management plan.

ROVATO 2.000stalli Auto P (di cui 50 per disabili)

P 300 stalli Auto

(di cui 200 per disabili)

A4 | M

i-Ve

OSPITALETTO

i-Bs

A35 | M

Crowd Management and Mobility Planning of Major Events

Apart from being a new successful project and having had an incredible international media resonance, able to reserve a place for this small jewel nestled in the Italian Alps into the tourist world maps of top-placesto-see, the event marked the origin and the application of an innovative major event planning and crowdmanagement model, able to cope with hundreds of thousands of visitors without incidents and injures, within a very short and concentrated timeframe.

Flexibility, constant monitoring and adaptability are the strengths of The Floating Piers mobility strategic plan

Within a very flexible and well-integrated management configuration, Christo and his organisation were put at the centre of the articulated operational machine, with a Central Operational Unit (COU) of more than 100 people monitoring 24 hours. All interrelated management aspects - safety, information, healthcare, weather forecast, etc. of the event were tackled with real time and coordinated responses, thanks to a strict and effective collaboration among the organization itself, all public institutions, police forces and voluntary work associations involved. However, behind the success of this new operational approach, stands an avoidable and multifaceted exercise of planning and definition of strategies to cover all well-round dimensions among which, accessibility and mobility represent one of the most sensitive and crucial aspects to set out. With this respect, the main points of strength of the mobility strategic plan6 adopted to support the mobility of The Floating Piers visitors were flexibility, constant monitoring, and adaptability. As first key issue, due to the necessity to ensure an adequate level of comfort and safety, the overall plan was centered around the definition of the maximum pedestrian capacity of walkaway (10,000 people) that, in turn, apart for guiding the safety and evacuation strategies, determined the maximum inbound/ outbound capacity of all mobility systems provided at territorial scale (50,000-60,000 one-way movements per day): railways, roads, ferries as well as soft mobility modes. Due to the articulated orographic configuration of the area, implying significant limits to the overall capacity and flexibility of transport systems, the necessity to optimize all available mobility assets, able to provide strategic accessibility to the site, represented the focal objective. To this end, one of the most strategic aims of the plan was to achieve a balanced and sustainable modal shift through the provision of an integrated transport system. On this concern, the regional and local rail services along the lake were strengthened, an articulated system of temporary remote and more local parking systems, served by bus shuttles, was devised and a wide traffic-restricted area around the site was in force to reduce traffic pressure, protect pedestrian movements and guarantee effective connections with the parking lots.

Views of “The Floating Piers” Walkway

keyfacts project

The Floating Piers Multimodal Accessibility Plan

date

2015

client

ARUP Italia

final client

The Floating Piers

location

Lake Iseo, Italy

service

Crowd Management and Mobility Planning of Big Events

short description

Systematica is involved in “The Floating Piers” for the feasibility study of the Project and its technical organisation, for the development of the Multimodal Accessibility Plan. The latter is aimed at efficiently managing the flows of visitors, expected to be between 28,000 and 42,000 per day, resulting in more than 500,000 visitors for the 2 weeks and 2 weekends event.

CityLife Overall Transport Assessment Study and Isozaki Tower Transport Consultancy client

CityLife

location

Milan, Italy

year

2011

Vertical Transportation Appraisal

What We Do

vertical transportation plays a key-role in high-rise buildings’ functionality and success, the reason for which vertical transport study cannot be excluded from the multifaceted planning and design processes of every type of highrise and complex buildings, including retail, commercial, residential, hotels, hospitals, transport terminals and mixed-use developments.

selected projects

• HRDF Tower, Riyadh, KSA • Iran Mall Office Tower West Expansion, Tehran, Iran (image ©NORR)

Properly designed vertical transport systems help creating attractive, successful and safe buildings, hence improving the experience and comfort of building users. From the investors’ point of view, vertical transport study appears even more fundamental since the efficiency and functionality of a building’s vertical transport system (elevators, escalators, etc.) can impact significantly the building’s profitability. Moreover, investors should ensure that vertical transport system responds adequately to user demand, providing desired levels of service.

• Køge High Speed Station, Køge, Denmark • Kotelniki Shopping Centre, Moscow, Russia • Riyadh Security Forces Medical Centre, Riyadh, KSA • Salaryevo Shopping Centre, Moscow, Russia

Systematica is specialised in vertical transportation and has been growing fast in this domain thanks to its involvement in several complex high-rise building projects, located around the globe: Malaysia, Iran, Saudi Arabia, Russia, France, Italy and others. Elevators and escalators efficiency, and performance, waiting times, comfort conditions and other factors constitute the study’s main goal. Systematica’s vertical transport studies are carried out in full collaboration with architects and developers in order to inform, since the very start, the design process with scientifically-based outcomes, that result from static analyses and dynamic modelling activities and take into consideration a series of variables, among which client requirements, occupancy level of services, lobby spatial layouts, elevator capacity, and waiting times. Finally, vertical transport studies developed by Systematica are also aimed at maximising the net lettable area (NLA) in high-rise buildings, without compromising the vertical transport system efficiency, and always ensuring high level of services.

Vertical Transportation: an Integral Building Mobility Component

VT studies in high rise buildings are decisive for both quality of experience and building efficiency

A detailed analysis of pedestrian circulation in complex buildings needs to integrate the Vertical Transportation (VT) component. For this purpose, Systematica has recently focused on VT, exploring further state-ofart analytical references and handbooks, available technologies and complex micro-simulation software. Research is complemented through actual applications on a number of projects involving the design of both public and private VT systems, including escalators, travelators and elevators tailoring design to various project typologies and to different user behaviors and needs. A good example of the recently developed VT appointment is Iran Mall Office Tower. Iran Mall Office Tower is a 45-storey building located atop Iran Mall’s western expansion. The tower is a 285m tall building (lobby to roof terrace) designed to become a prime location for local and international companies’ headquarters. The lowest parking floor is 57.5m below the main lobby, hence the maximum elevation gap to be covered by elevators is 342.5m. The design of VT system for the tower requires a detailed analysis for defining the best proposal and to cope with the very high performance level required by the client. With the aim to rationalise the design proposal, the entire tower is programmatically organised into 5 different sections, each one is directly connected to the main lobby: parking, low-rise, mid-rise, high-rise, and VIP.

RETAIL

VIP

S/F

MEP + AMENITIES

HIGH-RISE

HR TRANSFER LEVEL

MEP + AMENITIES

MID-RISE

MR TRANSFER LEVEL

MEP + AMENITIES

LOW-RISE

LR TRANSFER LEVEL

MEP + AMENITIES

MALL ROOF TERRACE

TRANSFER LEVEL 50 PCU’s - 5%* D/O

As a first step, the total building population is estimated and standard arrival profiles are identified based on the type of use for identifying the peak hour and hourly demand. Once demand is estimated, simulations are run through a specialist software which provides detailed output on queue lengths, waiting times and time to destination of every single elevator and elevator group with the ultimate aim of calculating the number of required elevators and their optimal configuration and characteristics. This information allows for a better understanding of system performance and potential criticalities, ensuring a scientific basis for further comparisons among different VT solutions and demand scenarios and unexpected surges.

ROOF TERRACE

MEP + AMENITIES

Core 1:35%** RETAIL LOBBY

DROP OFF LEVEL

OFFICE OFFICE

Lobby’s Lobby’ ’ Lift 65% % 65%**

LOBBY

VIP VIP OFFICE OFFICE OFFICE OFFICE OFFICE OFFICE

TOTAL SLOT: 1968

Iran Mall Vertical Transportation Flow Diagram keyfacts project

Iran Mall Office Tower (West Expansion)

date

2016

final client

Amoodrah Consulting Engineers

location

Tehran, Iran

service

Vertical Transportation Appraisal

short description

Iran Mall Office Tower is a 45-storey building (285m) located atop Iran Mall’s western expansion. The tower is designed to become a prime location for local and international companies’ headquarters. The VT system for the tower is entirely designed to cope with the required high level of performance.

Space efficiency

Vertical Transportation Appraisal

for

c er

tim

Elevator Systems Comparative Analysis Diagram (elaborated for Galeries Lafayette Champs-ElysĂŠes, 2015) 91

Wayfinding Planning and Spatial Analysis

Susa High-Speed Railway Station client

Kengo Kuma & Associates / LTF Lyon Turin Ferroviaire

location

Susa (Turin), Italy

year

2012

Systematica approaches this activity from its planning point of view, through the use of complex spatial analysis tools, in order to measure the impacts of wayfinding configuration on movement patterns and to strategise wayfinding planning to improve mobility conditions and render circulation networks more efficient and fluid. All graphical aspects instead are developed by graphic design and signage specialist consultants, whereas the entire process is steered and managed by Systematica. Furthermore, complex spatial analysis tools are used for analysing the spatial asset of architectural configurations and large master plans, steering spatial planning during the architectural design phase and assisting signage specialists in deciding on the most efficient positioning of signs. This entails also spatial readings such as visibility, integration (connectivity), step depth analysis (number of turns required to reach a certain destination), etc. This type of analysis allows to provide a scientific basis for both wayfinding strategy setting, mainly in terms of routing pedestrian movements, space allocation and designation, etc., and proper signage configuration.

What We Do

navigating easily through complex buildings contributes significantly to building experience and ensures an efficient mobility and circulation network, very often leading to better traffic load distribution.

selected projects

• Ava Centre Shopping Mall, Tehran, Iran • Galeries Lafayette Pedestrian Study, Paris, France • Iran Mall, Tehran, Iran • Kotelniki Shopping Centre, Moscow, Russia • Moscow River Regeneration Master Plan, Moscow, Russia • My Town Shopping Centre - Wayfinding Study, Kuala Lumpur, Malaysia • Salaryevo Shopping Centre, Moscow, Russia

• Thakher City Master Plan, Mecca, KSA

This activity is also aimed to improve connectivity among internal building zones and to improve spatial intuitiveness for leaving and reaching again any given destination, manifested mainly in complex parking structures of shopping centres, airports, stadiums, etc. Systematica manages and steers the wayfinding and signage project development process from its early concept phase till construction and post-construction phases.

Wayfinding: Before Signage Traditional traffic engineering practice describes pedestrian movements in a very 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. For pedestrian movements, this is not merely true, as the configuration of space plays a crucial role in determining people’s route choice. By understanding, for example, how visible and well connected is any given room in a building or a square in a neighbourhood, it is possible to predict path choice tendencies and, in turn, expected traffic volumes. Spatial analysis of this kind has been extensively used in the recent years and in different contexts, from retail destinations like Galerie Lafayette in Paris, to cultural institutions like Jameel Art Centre in Dubai, to transit hubcum-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, currently under construction 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 potentials while 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 of each sign: directional signs are located on the main decision making points on main routes, information and utilities signs in the most visible areas, while mall directories in places where users have a clear perception of space. This scientific approach allowed to identify the minimum number of signs required to provide a user friendly, efficient and effective wayfinding system, with the great advantage of reducing construction costs and visual pollution.

My Town Spatial Analysis Map: Main Users Routes (in red the most used routes; in dark blue the less used ones)

keyfacts project

My Town Shopping Centre Wayfinding Study

date

2014-2015

final client

Boustead Ikano Sdn Bhd

location

Kuala Lumpur, Malaysia

service

Wayfinding Planning and Spatial Analysis

short description

The project for My Town 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.

Mode of transport

Destination #1

Destination #2

Destination #3

Family (neighbour)

Car

Leisure

Parking L4-L7

Family (from CC)

MRT

Shop

Parking B1-B2

Young

Taxi

Cinema

MRT

Tourists

Walking

Eat

Taxi

IKEA customer

Two-wheels

Supermarket

Service

Truck

Delivery bay

Wayfinding Planning and Spatial Analysis

Visitor type

MyTown Usersâ&#x20AC;&#x2122; Journey by Visitor Type

MyTown signs ready to be installed

Analysis of all sight lines within MyTown shopping mall and assessment of main used routes.

Pedestrian distribution patterns are influenced by visibility and connectivity conditions

CONNECTIVITY

ACCESSIBLE WITH PRIVATE VEHICLES

HIGH ACCESSIBILITY

PUBLIC TRANSPORT ACCESSIBILITY LEVEL

-1

-2

-3

-4

-5

LOW ACCESSIBILITY

ACCESSIBLE WITH PUBLIC TRANSPORT

Above: Integrated Transport Strategies for Moscow River. Passengers in Moscow Underground. With more than 2billion pax every year, it is the most used network in Europe.

How to deliver a complete set of transport strategies for a complex megacity like Moscow? First of all, it has to be flexible. There are no solutions that can be effectively implemented in all contexts, however, similar strategies can be proposed in places with similar characteristics. A systematic classification is therefore the first step to tackle the issue at such a vast scale. An innovative analytical methodology was implemented by Systematica within the framework of the awarded consortium for the Moscow River Competition, where the Municipality ambitiously requested a single planning proposal on a stretch of 200km along river embankments. 97

Wayfinding Planning and Spatial Analysis

Minor Interventions for the Largest Metropolis in Europe: Moscow

Two key-transport qualities are detailed for the entire city: connectivity of the road network and public transport accessibility. Connectivity indicates to what extent one route is interrelated to the rest of the road network. Empirical studies demonstrate that routes with higher connectivity degree are those with the highest recorded number of trips and passages. This implies high traffic flows on main connections at urban scale and consequently vibrant pedestrian activities along said routes. Public Transportation Accessibility Level (PTAL) is a scientific way of measuring varying densities of public transport services and infrastructure, by mapping the entire urban framework on the basis of the pedestrian distance of any point to public transport stations and stops, as well as the number, frequency and reliability of public transport services. The relation of these two spatial qualities allows to recreate the full spectrum of possible transport and traffic conditions, from areas with excellent degree of accessibility, both with public transport or private car, to the most inaccessible places, including all combinations in between. Following this methodology, the areas along the River Moskva, currently undergoing major interventions, are grouped into four main categories, allowing to propose typical interventions for each of them: new metro and bus lines are planned for the area with poorer level of accessibility, while cycle lanes and bike sharing points are proposed in areas that are already well connected to the mass transit network. Obviously, this allows to identify strategic measures at high level, whereas implementation plans to be developed, case by case and in detail, at a later stage. Right: Moscow PTAL Map

keyfacts project

Moscow River Regeneration Master Plan

date

2014

client

Project Meganom

final client

Genplan Institute of Moscow

location

Moscow, Russia

service

Wayfinding Planning and Spatial Analysis

short description

The winning entry conceived by Project Meganom and Systematica for Moscowriver international design competition is based on detailed analysis at urban and local scale and proposes an integrated transport strategy that takes into account mass rapid transit as well as soft and active modes.

Road network connectivity and PT accessibility allow to recreate the full spectrum of transport conditions

Wayfinding Planning and Spatial Analysis

Project

t Types Master Plans p.102 Transport Hubs and Stations p.104 High-Rise Buildings p.106 Retail and Shopping Centres p.108 Museums and Exhibition Centres p.110 Hospitals and Medical Centres p.112

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. Jumeirah Central Development Master Plan

Jinshan Marina Master Plan

Torino Variante 200 Master Plan

Dubai Holding/ Al Sufouh

client

Gala A&E Shangai Co. Ltd

client

Recchi Engineering

Development Company

location

Shanghai, China

location

Turin, Italy

location

Dubai, UAE

year

2015

year

2012

year

2014-2015

area

7,250,000m2 (land area)

area

850,000m2 (GFA)

area

4,000,000m2 (GFA)

with

Barreca&La Vara, Beretta

with

de Arkitekten Cie

with

5+Design

client

Associati/Mab, Maurizio Gnudi, Scacchetti Associati and others

Avenida Marginal Partial Urban Master Plan

Athens Waterfront Redevelopment Master Plan

Ministry of Cultur and Environment

client

CH2MHill

of Greece/ Niarkhos Foundation

location

Masdar (Abu Dhabi), UAE

location

Athens, Greece

year

2008

26,000,000m2 (land area)

year

2010

area

6,000,000m2 (land area)

ED Srl

area

1,800,000m2 (land area)

with

Foster + Partners

with

RPBW - Renzo Piano Building

client

Maputo Municipal Council

location

Maputo, Mozambique

year

2013

area with

client

Workshop

102

Masdar City Transport Master Plan

● study the project relation at wide area To estimate its impact at city scale or 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 103

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.

Pont de Bondy Metro Station

Chakala Metro Station

Catania Intl. Airport “Fontanarossa” Master Plan 2030

client

SGP - Societé Grand Paris

client

MMRDA - Mumbai Metropolitan

client

S.A.C. Società Aeroporto Catania

location

Paris, France

Region Development Authority

location

Catania, Italy

year

2016

location

Mumbai, India

year

2014

with

BIG - Bjarke Ingels Group

year

2012

with

ARUP Italia

and Silvio d’Ascia

Lima Line2 “Av. FauchettGambetta” Metro Stations

Milan M4 Metro Line Detailed Design

Naples Intl. Airport “Capodichino” Intermodal Hub

client

Salini Impregilo/Ayesa Perù

client

Proger

client

location

Lima, Peru

location

Milan, Iltaly

year

2014

year

2011

with

Impregilo

104

GE.S.A.C. - Gestione Servizi Aeroporti Campani

location

Naples, Italy

year

2011-2012

with

Foster + Partners

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

Connection with surrounding transport modes, Pont de Bondy metro station, with Silvio d’Ascia and BIG, Paris, 2016

● integrate the station with the surrounding urban fabric Ensuring seamless pedestrian access from multiple directions while improving the attractiveness of the area d

Ed nt

il Va

Place Saint Just

Avenue

rier

llant Coutu

Paul Vai

93 303 615 234 134 143 146

1,5 min.

ie Saint Just

Trèm

143 134 234 615

2,5

Po nt

Tram 1

146 347 105 303

min

RN3

allie

G - Av.

MEAUX

● allow for an intuitive navigation Driving users to their destination through clear hierarchy of spaces, ad hoc wayfinding strategies and emerging technologies

Bo y

Ligne 15

le an

in.

Tzen3

less

than

in.

143

de Av.

RN3

- Rue

aris

de P

Pedestrian simulations optimise flows’ design, Estacion Central, Lima, 2014 Space Utilisation ■ = > 10 minutes ■ = 10 minutes ■ = 5 minutes ■ = 0 minutes

sny

PARIS

146 347 105 303 147

● support retail strategies Locating key functions in most visible areas and commercial activities where higher footfall are expected, being aware that retail offer inside station is evolving towards a more experiential dimension in the passengers’ journey ● comply with security standards Optimising number and location of turnstiles and security check points ● ensure safety for all users Verifying that all areas of the station can be evacuate by users of all ages and by passengers with reduced mobility 105

High-Rise Buildings High-rise buildings are challenging under every mobility aspect, from the mass-arrival of employees in parking structures, to the management of crowded lobbies, to the efficiency required for vertical transportation system.

Iran Mall Tower

KL118 Tower

HRDF Towers

client

Amoodrah Consulting Engineers

client

PNB Merdeka Ventures Sdn.

client

Proger - KSA Branch

location

Tehran, Iran

Berhad

location

Riyadh, KSA

year

2016

location

Kuala Lumpur, Malaysia

year

2013

height

380 m (57 Floors)

year

2011-2015

height

180 m (36 Floors)

height

630 m (123 Floors)

with

Fender Katsalidis Architects

Tour Odeon

City Life Isozaki Tower

Tour Hermitage

client

SCI Odeon

client

location

Monte Carlo, Monaco

year

2013

height

160 m (38 Floors)

with

RSH+P - Rogers Stirk Harbour + Partners

106

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

41 6

351

1098

16483 58

16 58 483

501

1067

14 16

2140

1098

2630

483 165 8

398

11 5

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

● 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

556

62 2

2243

53 1

620

146

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

Legend (veh/h) ■ = 0-1.000 ■ = 1.000-3.000 ■ = 3.000-5.000 ■ = 5.000-7.000 ■ = >7.000

380

36 36 36

503 36

345

0 -1.000

Our goals:

10 13

Traffic impact assessment in the surrounding area of Hermitage Tower, Paris, France, 2008

● ensure adequate dimensioning of the lobbies The peak-arrival of office workers needs to be properly managed to avoid queues at turnstiles ● deliver an efficient vertical transportation system Ensuring average waiting time in line with users’ expectations

Strategies for vertical transportation, Iran Mall Tower, Tehran, Iran, 2016 Legend ■ = Parking ■ = Retail ■ = Lobby ■ = Amenities ■ = MEP ■ = VIP Offfice Floors ■ = Office Floors

● avoid queues to enter and exit the parking areas Through dynamic simulation software it is possible to forecast future criticalities ● optimise the number of car park places Promoting shared parking policies and reducing construction costs

107

Project types

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

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.

Iran Mall

Galeries Lafayette Champs ElysĂŠes

My Town Shopping Centre

client

Amoodrah Consulting Engineers

client

Galeries Lafayette

client

Boustead Ikano Sdn Bhd

location

Tehran, Iran

location

Paris, France

location

Kuala Lumpur, Malaysia

year

2016

year

2015

year

2014

area

880,000m2 (GFA)

area

9,500m2 (NUA)

area

290,000m2 (GFA)

with

with BIG - Bjarke Ingels Group

Kotelniki Shopping Centre

Galeries Lafayette Haussmann

Pescaccio Retail Park

client

Essence Development

client

Galeries Lafayette

client

Lend Lease

location

Moscow, Russia

location

Paris, France

location

Rome, Italy

year

2014

year

2016

year

2014

area

140,000m2 (GFA)

area

44,000m2 (NUA)

area

200,000m2 (GFA)

with

5+Design

108

CENTRO COMMERCIALE LE RUGHE

CENTRO EUCLIDE

CENTRO COMMERCIALE BUFALOTTA

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 CENTRO COMMERCIALE CASETTA MATTEI

I GRANAI

PARCO LEONARDO

Legend

● maximise users’ 10-20-30km mare experience CC PESCACCIO By providing excellent ccroma level of comfort for ISOCRONA min visitors of all ages and 10.00000 mobility needs 10.00001 - 20.00000

CENTRO COMMERCIALE LE TERRAZZE

Dynamic simulation of the parking area (14,000+ car park 0 1.5 3 places), Iran Mall, Tehran, 2016

Accessibility from entrances, Galerie Lafayette Haussmann, Paris, France, 2016 Accessibility ■ = Excellent ■ = Adequate ■ = Problematic

LA RO MANINA

● 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

20.00001 - 30.00000 30.00001 - 40.00000 CENTRO COMMERCIALE SEDICI PINI

12 Kilometers

40.00001 - 50.00000

50.00001efficient - 60.00000 ● deliver 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 at early stages of design 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

109

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.

Jameel Arts Centre

client

Abdul Latif Jameel Co. Ltd

location

Dubai, UAE

year

2015

visitors

800 visitors/hour

Fondazione Prada

Musée Carnavalet

FFD - Future Food District

DPA - Direction du Patrimoine et de

client

COOP

l’Architecture (Mairie de Paris)

location

Milan, Italy

location

Paris, France

year

2014

year

2015

visitors

2,400 visitors/hour

visitors

1,000 visitors/hour

with

Carlo Ratti Associati

with

Françoise Chatillon Architecte

client

Palazzo Italia, EXPO 2015

Grand Palais des Champs Elysées

client

Fondazione Prada

client

Proger

client

Réunion des Musées Nationaux

location

Milan, Italy

location

Milan, Italy

location

Paris, France

year

2012

year

2013

year

2014

visitors

1000 visitors/day

visitors

4,400 visitors/hour

area

1,500 visitors/hour

with

OMA - Office for Metropolitan

with

Nemesi Studio

with

LAN Architecture

Architecture

110

Pedestrian flow simulations for Expo 2015 in Milan, to verify safety and comfort conditions

Area (sm) 12,96

Sides (mt) 7,2x3,6 ● maximise users Our goals:

comfort Modelling pedestrian flows and dimensioning transit areas, passageways and stairs, in order to ensure every user adequate space to have a pleasant visit

Project types

Sides (mt) 3,6x3,6

Area (sm) 26

● ensure flexibility of spaces Providing designs 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 ● supportright retail - 9,25 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

● functional delivery areas As a well dimensioned delivery area that can accommodate multiple vehicle typologies plays a crucial role in museums’ management

Area (sm) 37 111

Hospitals and Medical Centres As technology and medical practice evolve, hospitals are becoming complex machines where distribution of patients, staff and goods plays a crucial role. Therefore, it is essential to focus on mobility planning at every stage of designing hospitals.

Riyadh Security Forces Medical Centre

Ă&#x2021;apa University Medical Campus

CerrahpaĹ&#x;a University Medical Campus

client

Ministry of Defense of KSA

client

Istanbul Universitesi

client

Istanbul Universitesi

location

Riyadh, KSA

location

Istanbul, Turkey

location

Istanbul, Turkey

year

2015

year

2012-2013

year

2012-2013

area

400,000m2 (GFA)

area

110,000m2 (land area)

area

117,000m2 (land area)

with

BMS Progetti

with

Proger

with

Proger

Giza New National Cancer Institute

Garbagnate Milanese Hospital

Algiers University Hospital

client

SOM - Skidmore, Owings & Merrill LLP

client

Infrastrutture Lombarde

client

Rizzani de Eccher/ San Raffaele

location

Giza, Egypt

location

Garbagante M. (Milan), Italy

location

Algiers, Algeria

year

2013

year

2011

year

2015

area

900,000m2 (GFA)

area

57,000m2 (GFA)

area

150,000m2 (GFA)

with

MCA - Mario Cucinella Architects

112

Our goals:

PO IN T DE DÉP O SE - MINU TE

P P

● analyse catchment area and response time Verifying what is the population that can access the hospital by private vehicle and public transport, verifying as well what is the emergency vehicles response time SAMU CH AMB RE during peak hours

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 ● keep the hospital operational during expansion Implementing strategic phasing plans to deliver during construction, which involves reorganisation of parking areas, internal circulation and deliveries, etc

Construction phasing diagram for Cerrahpaşa Hospital, Istanbul, Turkey, 2013

● 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 diminishing patients and inpatients comfort ● accessibility for all Eliminating all barriers that could limit movements of goods or people 113

M LO