The Central Communication Port (CPK) is a planned transport hub that will integrate air, rail and road transport across Poland. Located between Warsaw and Łódź, it will be a major transport hub with a new airport and an expanded high-speed rail and road network. As part of the high-speed rail component, there are plans to construct approximately 450 km long ‘Y’ line connecting the new airport with Warsaw, Poznań and Wrocław, and in the second stage, a line connecting the new airport with Gdańsk. The target speed all these lines is 350 km/h.

Specification

The main challenge of the project is to design a 2x25kV AC power supply system, which has not been used in Poland before. Our task is to support the design units with our technical knowledge and experience gained during previous high-speed line projects in France, Spain and the United Kingdom, as well as to assess the correctness of the design solutions by conducting power supply simulations and simulations of the interaction between the pantograph and the traction network, and to determine the electromagnetic interactions.

Characteristics

Length: 325 km

Design speed: 350 km/h

Traffic code according to TSI Infrastructure:

• Passenger trains: P1,

• Freight trains F1

 Traction system: 2x25kV AC

• 5 power substations (alternative solutions: transformers / static frequency converters

• 27 autotransformers

The Central Communication Port (CPK) is a planned transport hub that will integrate air, rail and road transport across Poland. Located between Warsaw and Łódź, it will be a major transport hub with a new airport and an expanded high-speed rail and road network.

As part of the high-speed rail component, there are plans to construct an approximately 450 km long ‘Y’ line connecting the new airport with Warsaw, Poznań and Wrocław, and in the second stage, a line connecting the new airport with Gdańsk. The target speed for all these lines is 350 km/h.

Specifications

The main challenge of the project is to design a 2x25kV AC power supply system, which has not been used in Poland before.

Our task is to support the design units with our technical knowledge and experience gained during previous high-speed line projects in France, Spain and the United Kingdom, as well as to assess the correctness of the design solutions by conducting power supply simulations and simulations of the interaction between the pantograph and the traction network, assess compliance with TSI Energy and to determine the electromagnetic interactions.

Characteristics

• Length of the section: 65 km
• Design speed: 350 km/h
• Traffic code according to TSI Infrastructure:
• Passenger trains: P1,
• Freight trains F1
• Traction system: 2x25kV AC / 3kV

Avenida de Barcelona is currently a street with a significant imbalance in the distribution of public space. The project aims to improve this important road on the edge of the city’s low-emission zone by enhancing walkability, sustainable mobility and biodiversity.

Program
Urban mobility, renaturation, redistribution of public space.

Assignement

The main tasks performed are:

Analysis and Diagnosis of the area focusing on all transport modes, including walking, cycling and public transport
Drafting of a complete mobility study
Analysis of the existing documents and regulations
Detection of site needs and weaknesses, opportunities and strengths
Proposal of the new guidelines for the project
Complete construction projects including plans, written documents, BOQ and all tender documents
Works include the following disciplines:
– urban design
– gardening and landscaping
– street lighting
– irrigation and water supply
– drainage and sewerage
– traffic lights and signage

A temporary, removable, and transportable hangar was designed for the Teruel airport complex to carry out maintenance activities on one A380 aircraft or two A321/A400M Airbus aircraft.

This hangar, with interior dimensions of 80x90m and a height of 28m, had to meet the challenge of being a temporary, transportable, and reusable structure. Due to this constraint, a bolted metal structure and a metal-textile roof were designed. In addition to the maintenance/repair area, the building has offices and a social area covering 240m².

Carabanchel: Drafting of the construction project and construction management: Construction of 230 recharging points. 2 MV distribution centers, 5 transformation centers and rectifiers and pantographs for the commissioning of the recharging points have also been installed. In addition, a photovoltaic installation for self-consumption without surplus has been installed, consisting of panels and a total peak power of 1,442.2 kWp.

Fuencarral: Construction design, construction management and health and safety coordination. 2 transformers of 1000 kVA, 150 kW load units for 20 electric buses.

Trujillo’s first BRT line runs 11.5 km from north to south and has 23 stations.

This trunk line is complemented by two conventional bus extensions, 6 km to the north and 7.3 km to the south, which will connect the expanding district of Milagro in the north with the district of Salaverry in the south, where the port of the same name is located.

The new transport service will have a capacity of 2,500 passengers per hour, with a frequency of 1.6 minutes during peak hours. The BRT will have three levels of urban integration depending on the type of urban area crossed. At the northern and southern ends of the trunk line, simple platform and station improvements are planned, while in the central area, a complete street concept with bike lanes and wide sidewalks will be implemented. In the historic center, the BRT route will be used to create semi-pedestrian streets. The main workshop yard is located in the north, while a smaller secondary yard is in the south.

Activities carried out

• Responsible for directing the feasibility study, coordinating specialists in geotechnics, topography, traffic, environmental impact, archaeology, property impacts, and systems.
• Infrastructure design based on the operational design carried out by DELOITTE (the consortium partner).
• Coordination with CAF and TMT.

The project for line H-16: Installation of a 500 kW (pantographic) charging infrastructure for electric buses on line H-16. The work involved laying 3 km of 25 kV MV cables inside the metro tunnel, from the TMB substation to a new transformer station located at the charging point. An enclosure below street level was built using micropiles, where the transformer was installed. The rectifier is powered from the transformer. Similarly, the new charging infrastructure and other complementary systems (PCI, etc.) were integrated into the TMB infrastructure.

(c) Evectra

As part of the major projects launched by the city of Dakar in recent years to improve public transport, the construction of a BRT line, an express train line and the restructuring of the public transport network are planned.

In this context, CETUD (the organising authority under the Ministry of Transport) has delegated to Ageroute (Senegal’s road management agency) the project management for the complete construction of this BRT line, which will be used by 250,000 passengers per day by 2050.

Characteristics of the project

• 18 km long
• 23 closed stations (high platforms ~95cm)
• 1 depot workshop
• 3 interchange hubs (terminus + central station)
• 2 bridges
• Passenger information system + ticketing + centralized technical management (centralized command post at the depot)
• “Facade to facade” layouts: bus lanes, accompanying roads, pavements, cycle paths, etc.

Assignment

Complete works supervision assignment (construction supervision – Design check – Assistance for acceptance operations)

Ingerop ensures the operational management of the assignment (on-site head of mission) and the management of the main markets through the on-site presence of experts in infrastructure, systems (Passenger information system, Ticketing, CTM), and building.

Ingerop with its subsidiary Smart 2 actively supported the development of high-speed lines in Spain. Projects include sections of the 437 km line between Madrid and the Portugal border, through Extremadura and the HS line Madrid – Seville, operating since 1992. Scope of works include Functional Design and Detailed Design of projects of signalling, telecommunications, power supply and catenary on either new sections of High Speed line, or refurbishment of existent sections. For instance, Smart2 performed detailed design for the very complex refurbishment of railway systems on the Madrid – Seville line. SMART2 has been able to integrate different ERTMS manufacturers products with the existing signalling system.

Development of a draft enabling framework for the installation of charging stations for feeder lines, for the interconnectivity of electric mobility in the Dominican Republic.
Preparation of a draft roadmap document for the installation of slow charging stations in the modules with charger power of approximately 50-120 kW per vehicle and 8-15 MW in total, together with the proposed projection of a photovoltaic generation plant and a battery storage system for a daily generation of about 15 MWh

(c) Evectra

This railway line, opened in 1928, formerly linking Pau to Zaragoza through the Pyrenees mountains was one of the passages between France and Spain, but it has been closed for many decades. The project aims for the reopening of this important trans-country line.

Ingerop, with its Spanish subsidiary, worked on the improvement of the 60km railway line between Huesca and Canfranc in order to increase train speeds and reduce travel duration. Those enhancements included both track alignment and systems. Ingerop covers the functional basic and detail design of signalling and telecommunication systems which will be equipped with ERTMS system and GSM- R.

This is a design and construction contract in which Ingerop T3 is acting as a subcontractor to Aecom Mexico.

Lines 4 and 6 are monorail lines and will be 28 kilometers long with a total of 25 elevated stations.

Depots and workshops:

The CITADEL workshop and depot complex for lines L4 to L6 is designed to accommodate all the facilities required for operation and maintenance, with a maximum capacity of 19 to 20 trains by 2052. The intervention area is located on a 7-hectare site near line L6, between the Paseo La Fe and I. Sepulveda stations. It will include a main TMM maintenance building with two tracks for minor maintenance and two tracks for major maintenance, as well as a centralized warehouse.

Near the maintenance workshop will be the depot area with four double tracks and a washing track. Under the depot area will be the administrative building and the PCC with a surface area of 2,600 m². To the north of the site will be the vehicle maintenance workshop building with three lanes (two 35 m lanes and one 50 m lane). The complex is completed by a 350 m long test lane and auxiliary buildings for energy, PCI, hazardous waste storage and PTAR.

Dimensioning:

Based on the operating plan, it will be possible to determine the annual mileage of the fleet and thus establish the preventive and predictive maintenance requirements, which will be reflected in the maintenance plan. The number of lanes required as indicated in the maintenance plan allows a functional plan for the workshops and garages to be drawn up.