Civil and structural works are an essential part of most of transport projects SYSTRA has
been involved in. Since 1992 SYSTRA has set up its own Civil and Structural Engineering
Department in charge of all assignments in that technical field, for all transport
systems.
The Civil and Structural Engineering Department provides the following services to clients:
- Determination of the most efficient construction technologies and processes, and preparation of their relevant designs
- Selection, training and mobilization of specialized staff to adress project needs
- Control of design and work quality
- Development and maintenance of a full cooperation with SNCF and RATP, as well as with the engineering community, in order to keep updated on state-of-the-art design capabilities worldwide
- Identification of optimum solutions for projects, in order to provide the best quality structures with respect to cost-efficiency, integration in the environment, speed of construction, schedule, maintenance and safety...
- 45 permanent staff, including 40 engineers and technicians
- Technical departments of the parent companies SNCF and RATP (which include several
thousand engineers)
- CADD Stations
- Specialized computer programs
- Technical Information Centers
- Quality Assurance Manuals and Procedures
- earthworks, cuts and fills - drainage systems - tunnels - cut and cover - at grade structures - elevated stations - underground stations - track alignment |
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- design of new structures
- diagnostic, maintenance and rehabilitation of existing structures
- structural strengthening
- modifications of alignment
 - feasibility studies |
SYSTRA was involved in conceptual and preliminary design
studies (alignment, profile, station concept, structural concepts, cost estimates) for the
whole line.SYSTRA provided detailed design reviews, assistance for bid appraisal, construction supervision for the 5.6 km long viaduct and elevated stations.
These projects involved a new concept for the subway guideway prepared in association with RATP, with many conceptual innovations to integrate the system in the environment while providing a very economical structure in a highly seismic zone.
- - 5.6 km long elevated structure with 6 stations
- span length: varying from 30 to 36 m (most of them 36 m spans)
- multiple simple spans
- ĞUğ shape cross-section
- construction process . precast pretensioned side beams . beams installation by crane at night . poured in-place slab with transverse post-tensioning . slab form suspended to the precast side beams (no interruption of the traffic underneath during concrete pours)
- construction cost: 4,000 USD per linear meter of viaduct, including foundation
- very simple stations, where the standard viaduct makes more than half of the station civil engineering cost
- possibility to extend the stations any time
- highly seismic zone
- construction time: 18 months for a 5.6 km long viaduct (can be increased on as-needed basis with additional number of erection sites)
- - optimized integration in the
urban environment (reduction of visual impact by half)
- built-in sound barrier
- built-in cable support and system functions
- possibility to lower the longitudinal profile by 1.5 to 2 meters compared to conventional design
- most of the station structure is the typical viaduct itself
- possibility to lower the station buildings by 1.5 to 2 meters, thus eliminating mechanical stairs
- built-in structural elements capable to maintain the train on the bridge in case of derailment (a standard sound barrier does not allow this)
- built-in maintenance and evacuation path on both sides of the tracks
- cost reduction, from both a structural viewpoint and a system viewpoint
- flexibility of the construction scheme (precast beams and poured in place slab, precast segmental construction, poured in place construction)
- speed of erection
- flexibility of construction starting points along the line
