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Application of systems engineering for development of multifunctional metro systems: Case study on the fifth metro line of the Lyon metro, France
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Underground Space
Please cite this article as: N. Ziv, A. Kindinis, J. Simon, C. Gobin, Application of systems engineering for development of multifunctional metro systems: Case study on the fifth metro line of the Lyon metro, France, Underground Space (2019), doi: https://doi.org/10.1016/j.undsp.2019.09.001
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Application of systems engineering for development of multifunctional metro systems: Case study on the fifth metro line of the Lyon metro, France Nicolas ZIV, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected] Andrea KINDINIS, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected] Jérémie SIMON, Egis Rail, 170 avenue Thiers F-69006, Lyon. [email protected] Christophe GOBIN, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected]
Abstract Several studies, from both the private sector (McKinsey, Engie, and EY) and international organizations (OECD, World Bank, and IMF), have shown that urban population in cities will grow in the coming decades. This growth implies an increased pressure on all urban networks—transporting people, goods, water, waste, electricity, information, heat, and so on. These functions are executed by urban infrastructures entailing huge investments. We have dedicated our research to the optimization of infrastructures and more precisely of metro systems to offer global solutions to fulfill city needs—the multifunctional metro. The innovative multifunctional metro system incorporates several other urban networks—optical fiber, high-voltage electric cables, water and sewage pipes, geothermal piles, pneumatic systems, merchandise shuttles, and many others depending on the context of each project. The aim of the multifunctional metro is to meet several needs of cities with one common infrastructure. Adding a function to a system increases its complexity. For this reason, we focus our research on the application of methods that allow better management of the complexity: systems engineering applied to infrastructures. In the first part of the paper, we will present a benchmark of multipurpose infrastructures across the world and the benefits of such a system for cities. In the second part, we will present and illustrate the concept of the multifunctional metro. Next, we will present the method based on systems engineering to analyse of multifunctional systems. Finally, the concept of a multifunctional metro is illustrated with a case study on the future fifth metro line of Lyon, France. In conclusion, we will discuss the current barriers for the development of multifunctional infrastructures.
Keywords: Multifunctionality; Systems engineering; Infrastructure; Underground; Metro
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1 Introduction In 2025, the earth will count more than 9 billion inhabitants, more than half the human beings will be city dwellers (Fig. 1), 40 megalopolises will have more than 10 million inhabitants, and the population of medium-sized cities will increase by 50%. These trends, which have a significant impact on urban infrastructures, predict new urban challenges and accentuate the existing ones all over the world.
Fig. 1. Urban and rural population prospects in 2050 (United Nations, 2014). The consequences of urban population increase are numerous—traffic congestion, air pollution, noise pollution, social inequalities, public health issues, criminality, access to housing, and so on. There is also an increase in pressure to deliver urban services such as water and energy supply, telecommunication, and waste and sewage management. One part of the solution to address the challenges is by developing new urban infrastructures. Many studies, both from the private and public sectors, forecast that between 50 and 60 billion US dollars will have to be spent on infrastructure in the next 30 years, which would represent 3.5% of the world GDP. These forecasts do not consider maintenance, rehabilitation, and operation costs of actual infrastructures, and they concern all urban sectors—mobility (roads, rail, ports, and airports), energy, telecommunications, water distribution, wastes, logistics, and so on (Fig. 2).
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Fig. 2. Estimates of investments in infrastructure, 2013–2030 (in $ trillion dollars; McKinsey Global Institute, 2013). Climate change and environmental impact are other challenges being faced by cities, which can lead to the integration of new functions in urban infrastructure. Increase in urban population implies not only an increase in urban needs but also more constraints in the delivery of infrastructure: people are more exposed to site externalities during construction. Thus, the infrastructure market is facing a triple challenge: (1) It has to meet more new citizens’ demands. (2) It must face the impact of climate change. (3) It encounters a more constrained environment during construction. In the following section, we will show that multifunctional infrastructure can be a part of the solution to these challenges.
2 Multipurpose urban infrastructures The current practice of management of infrastructure development in silos of policy-making is not reasonable or practical anymore to face current and future urban challenges. Multidisciplinarity and transversality are manners to optimize infrastructures to globally address the challenges faced by cities described in the preceding section (Admiraal & Cornaro, 2018). While most urban sectors are interdependent, we continue to plan, develop, and manage them separately. A new way of planning, designing, and building infrastructures is required— system thinking. A large part of this shift is the development of multipurpose and multifunction infrastructures (Berger, 2009). The idea is to use a unique system to address multiple needs and generate multiple benefits through a new type of infrastructure (Vechio, 2012). In this section, we consider several examples of the application of the concept of multipurpose infrastructure in different locations and different historical periods both above the ground and underground. -3-
2.1
Multipurpose infrastructures over time
Using a common asset for different functions is not a new trend, and many infrastructures in the past have been built to be used for different purposes. A good example is the Khaju Bridge in Isfahan (Fig. 3), Iran, which is still under operation. This bridge was used as a dam (or a weir) to irrigate the valley, a bridge to cross the river, a building, and a meeting place for citizens (Mainstone, 2001).
Fig. 3. The Khaju Bridge by night. 2.2
Stormwater systems and multipurpose infrastructures
Ann-Ariel Vechio (Vechio, 2012) has studied the concept of multipurpose infrastructure in the case of stormwater systems with three case studies in the USA—in San Francisco, the City of Lincoln, and Cleveland. In her thesis, Vechio highlights that multipurpose infrastructures can create additional community benefits depending on the context; the functions that can be added are different in each case depending on the spatial and social characteristics; effective coordination of city agencies can foster the development of multipurpose infrastructures and makes dense urban areas more livable. 2.3
Multipurpose underground infrastructures: utility galleries
Utility galleries are other examples of multipurpose infrastructures; they have been built in different countries over the world (France, UK, Czech Republic, Switzerland, USA, and so on) but are still an exception in urban network development, as, nowadays, urban networks are developed independently in silos of policy-making. Utility galleries, on the other hand, allow the incorporation of several urban networks in a single place: water, gas, energy, information, and more, depending on the context (Clé de sol, 2005). They are easily accessible, which allows improved maintenance and operation tasks by avoiding the deconstruction of pavements and minimizing disturbances for citizens. Figure 4 shows an example of a utility gallery in Geneva, Switzerland.
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Fig. 4. Utility Gallery, Geneva, Switzerland. Clé de sol (2005) presents reasons for developing utility galleries—they help avoid roadwork, facilitate better maintenance (by easing accessibility and inspection), and allow insulating networks and pipes from external conditions (such as construction work and weather), thus generating economics benefits. 2.4
Road tunnels and utility galleries
In some road tunnel projects, particularly large ones, utility galleries are integrated with the tunnels. As utility galleries are usually located under roads, establishing links with utility networks in a tunnel is easier from a technical point of view, and historically the road sector is more used to the integration of other functions in the infrastructure. Examples of such tunnels are the Eurasia tunnel under the Bosphore in Istanbul, Turkey (13.7 m) (Error! Reference source not found.), and the Orlovsky Tunnel in St Petersburg, Russia (19.2 m) (Error! Reference source not found.). These examples highlight that the integration of utility networks in tunnels is much less a technical challenge and more of an organizational and
governance challenge.
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Fig. 5. Utility gallery in the tunnel under the Bosphore in Istanbul.
Fig. 6. Utility gallery in the Orlovsky Tunnel in Russia. 2.5
Ecological principles for next-generation infrastructure
In her book Eco-logical Principles for Next-Generation Infrastructure, Hillary Brown (Brown, 2014) suggests that the concept of multipurpose infrastructures can be merged with natural systems: “Infrastructural systems are man-made extensions of natural flows of carbon, water, and energy, so appropriate modeling might be based on the symbiotic relationships of natural ecosystems. Based on this whole-system perspective, we might reinvent an ecologically informed, post-industrial generation of infrastructure.” To illustrate her thoughts, Hillary Brown cites the example of Wadi Hanifah (Fig. 7)— bioremediation of dry weather flow in Saudi Arabia. Instead of building a new water treatment plant, this streambed has been renovated to provide quality water for the city of Riyadh, for the restoration of its natural habitat and for agricultural irrigation.
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Fig. 7. Wadi Hanifah, Riyadh, Saudi Arabia. 2.6
Lessons learned from cited examples on multipurpose/multifunction infrastructures
Multipurpose infrastructures today offer an ocean of opportunity and the system thinking approach can lead to such systems. Multipurpose infrastructures allow sharing of resources across different systems, reduce costs and environmental impact, improve project bearing (more stakeholders are involved), reduce worksite inconvenience (the main construction work is done only once), make dense areas more livable, and improve maintenance and operation.
3 Multifunctional metro systems In this work, we have applied the concept of multipurpose infrastructures to metro systems. The metro market is currently growing very fast (UITP, 2015), offering solutions to other city needs globally. Several examples show that it is possible to add multiple functions to a rail system—in Switzerland, the integration of high-voltage cables in the railway tunnel of Grimsel has allowed savings of 520 million Swiss Francs (Meillasson, 2016). The same principle has been applied to line B of the Lyon (France) Metro, saving the construction effort of a tunnel under the Rhône (RTE, 2016). In Rennes (France), integration of geothermal systems in diaphragm walls and inverts has facilitated energy supply to residential and office buildings, which has helped avoid the construction of energy piles (Egis, 2014). In the Parisian metro, the application of optical fiber has led to a turnover of 20 million Euros per year to Telcité, a subsidiary of the metro operator (RATP) (Chicheportiche, 2015). From these examples, it is clear that integration of new functions within a metro system is profitable for the community—it is a unique infrastructure solution for many needs. Nevertheless, this solution is far from being applied to all metro projects and is currently being applied only in local initiatives through a case-by-case approach.
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Our aim is to generalize this analysis for possible application to all metro projects and even
more generally to all kinf of infrfastructures underground or not. Underground metro systems seem particularly adaptable to the incorporation of new functions that require large infrastructures. One possible solution among others would be to integrate new systems under inverts in metro tunnels as shown in Error! Reference source not found.. Stations and shafts are places at which the incorporated underground network can be linked with the subsurface.
Fig. 8. Conceptual representations of a multifunctional metro system.
4 Case study on the fifth metro line of Lyon, France The fifth metro line of Lyon is a new metro line under development in the city of Lyon, France. The line is planned to connect Lyon city center to different suburbs in the Western part of Lyon (Trion, Point-du-Jour, Ménival, Alaï), ending at the Alaï metro station (Fig. 9). Studies have been carried out by the Sytral (Syndicat des Transports de l’Agglomération Lyonnaise), which is the authority responsible for transportation and mobility planning in Lyon and Egis, a design and consultancy company specializing in urban infrastructures. It is as a part of these studies that we have carried out our research to analyze opportunities for incorporating new functions within the metro line.
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Fig. 9. Suburbs serviced by the future fifth metro line of Lyon. Besides the difficulty of analyzing and forecasting the needs that new functions added to an existing urban network will ensure in the future, adding a function is not neutral—it impacts both the metro system itself and the “enabling” system allowing the development of the metro line. It increases the number of requirements of interfaces and interactions, stakeholders involved in the project, skills to mobilize, and so on. For this reason, we have applied a method that can be placed at the crossroad of systems engineering and constructability in our research, which aims to manage the complexity of large construction projects. 4.1
The method: systems engineering
Systems engineering clusters the methods, concepts, best practices, and tools developed since the Second World War mostly in the USA to design, build, and operate complex systems such as defense systems or aerospace systems. To be operational with a high level of performance, such systems require managing a lot of different types of information from different sources. To overcome these challenges, American engineers have developed methods to manage and integrate complex systems: systems engineering (SE) (INCOSE, 2015), (Kossiakoff, Sweet, Seymour, & Biemer, 2011), (Krob, 2009) and (Hall, 1962). Multifunctional infrastructures can be considered as complex systems, as they gather multiple stakeholders, have an enormous amount of interaction with their environment, and involve cutting-edge technologies. For these reasons, the choice of systems engineering as an integrative method to manage the complexity of such systems appears appropriate (INCOSE, 2012). One of the most significant principles of systems engineering, and which is the purpose of systems architecture, is to separate the problem space from the solution space (Krob, 2009). The problem space consists in defining the system’s missions—why it has to be built. The system can be represented as a black box. The solution space consists in defining what the system does and how it is built. This system can be represented as a white box—its components are defined and characterized. Systems architecture can be represented as depicted in Fig. 10. In this research, only the “problem space”, i.e., the potential needs (mission) that the system will address, has been investigated for multifunctional infrastructures.
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Fig. 10. Universal framework for architectural analysis of real systems (adapted from Krob, 2009). The application of use case diagrams, notably diagrams developed in SysML (system modeling language) (Weilkiens, 2007) (Roques, 2009), the systems engineering language, has allowed us to represent and formalize future system missions. Use case diagrams (a standardized language) facilitate tracing all views of the system to use cases and, therefore, to the needs that should be satisfied by the system: requirements, components, functions, spaces, and so on. Therefore, a change in any of these elements of the system can easily and automatically be traced to better analyze the impact. It facilitates design significantly in the further steps of the project. 4.2
Application for analysis of mutualization opportunities for the fifth metro line of Lyon
Several needs other than mobility were investigated for integration in the metro infrastructure: energy, water, sewage, logistics, and information. Systems engineering allows these needs to be formalized and characterized for future integration in the system, whereas constructability allows assessing the capacity of the enabling system to develop the system. These needs were integrated into the infrastructure by interviewing urban specialists at the Grand Lyon, the administration responsible for the management of urban utilities in Lyon city. Thus, the needs that would be required to be integrated into the future metro line were assessed. The needs were represented with use case diagrams (in SysML), as illustrated in the following sections. The needs that were validated during the interviews are shown in green, the needs that were expressed but not validated are shown in yellow, and the needs that were clearly defined as not existing at the time of the interviews are shown in red. We want to highlight that this stage concerns only an analysis of the “intentions” of the
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stakeholders. A feasibility study should follow to evaluate the technical and financial constraints related to the integration of new functions in the metro system. 4.2.1
Analysis of energy needs
Energy needs have been evaluated by the Grand Lyon for the perimeter of the future metro line: the western districts. Different energy needs have been investigated, notably heat, cold, electricity, and geothermal energy. They are represented with use case diagrams in Error! Reference source not found.. The heat network is currently under extension in Lyon and there is an ongoing project to extend it to the western districts of the city (Chauffage urbain, Grand Lyon, 2017). The actual network stops at Bellecour, which is one of the possible points from where the future metro line could start. Hence, it would make sense to mutualize the future heat network and the fifth metro line of Lyon to mutualize investments.
Fig. 11. Use case diagram for energy needs. The cold network is not very extended in Lyon and no need has been identified by the Grand Lyon to extend it further to the fifth district. Interviews with the Réseau de Transport d’Électricité (RTE) have demonstrated a strong interest in the mutualisation of metro lines with high-voltage electrical networks. However, as the Grand Lyon is not responsible for high-voltage networks, it has not been possible to assess this need. Similarly, geothermal energy supply is not under the responsibility of the Grand Lyon. However, the integration of a geothermal system with the metro infrastructure is an efficient opportunity for deploying this technology.
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4.2.2
Analysis of water and sewage needs
Water needs have also been investigated through interviews with the Grand Lyon. They are represented by the use case diagram depicted in Error! Reference source not found.. The new metro line has been identified as an opportunity to improve the resilience of the potable water network in case of a problem in another branch of the network. A similar need exists for the sewage network. However, constraints for its integration have discouraged the Grand Lyon from integrating it into the future metro line, notably because the metro tunnel is not linear and the sewage system is gravity-fed, which implies that a large number of water pumps will be required. However, this argument is not relevant for us, as, at this point, we are only in the needs analysis stage, and we would not exclude the option of developing a particular technology that would facilitate the integration of such a function. Another need identified by the Grand Lyon is to store rainwater. In fact, overflows regularly appear in the sewage network during storms, and there is a need to store rainwater in water tanks to avoid such overflows.
Fig. 12. Use case diagram for water needs. This need immediately calls on another need—that of evacuating rainwater. This need can be carried outside the metro system or within it. However, it raises the same problems as that of the sewage network, as rainwater networks are also gravity-fed.
4.2.3
Analysis of telecom needs
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Mutualization of telecom needs has also been evaluated as part of the studies for the fifth metro line of Lyon (Fig. 13).
Fig. 13. Use case diagram for telecom needs. Surprisingly, transport information was not a need expressed by the Grand Lyon, although it is a common need integrated into a metro system. However, because the cost related to the integration of optical fiber in a metro system for urban needs is very low compared to the realization of a dedicated underground network, the Grand Lyon is still interested. However, storing data (data center) has not been identified as a need by the Grand Lyon. The possibility of using the GSM network has been identified as a need to integrate into the metro system. 4.2.4
Analyses of waste management needs
Waste management was another need studied as a part of the fifth metro line project of Lyon ( Fig. 14). Interviews with the Grand Lyon have identified an interest in transporting organic wastes with the metro line, as a new law in France will force organizations and companies producing more than 10 tonnes of organic wastes per year to treat them. This activity cannot be done inside the city and the waste will have to be evacuated (using the new metro infrastructure). This need is considered uncertain, as the law is not yet applicable. The other need identified related to waste management was to dispose inorganic wastes, i.e., to create an underground landfill. In fact, the creation of a new landfill inside the city at surface level is impossible owing to reluctance of urban citizens. A possible solution would be to integrate the landfill within the metro infrastructure, for instance, with a future depot. The third need related to waste management mentioned with the Grand was use of the metro infrastructure to transport inorganic wastes. However, the actual waste transportation system currently in use in Lyon works well.
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Fig. 14. Use case diagram for wastes needs. 4.2.5
Analysis of logistics needs
The final needs evaluated were logistic needs, i.e., to store and transport goods and merchandise. Different types of merchandises could be transported or stored, which would have different impacts on the development of the future system: mass distribution goods, construction materials, pharmaceutical products, chemical products, and so on, each merchandise having its particular requirements, risks, and impacts (Fig. 15).
Fig. 15. Use case diagram for logistic needs. Globally, needs related to logistics have been identified as at stake: currently, there is pressure on the logistic system in Lyon—it is very difficult to find space to store merchandise
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in the city center; the current logistics transport system is causing pollution and contributing to traffic congestion. Simultaneously, e-commerce is booming and the demand for local supermarkets is also on the rise. For these reasons, the development of a metro infrastructure has been identified as an effective solution to overcome these challenges by offering spaces to store merchandise and an efficient and sustainable transport system.
5 Conclusion In this paper, we have presented several examples of multipurpose infrastructures in different countries showing that this principle has been in existence for a long time and presents significant benefits—sharing resources across different systems, reducing costs and environmental impact, improved project bearing (more stakeholders are involved), reduced work-site inconvenience (construction work is done only once), making dense areas more livable, and improved maintenance and operation. Thereafter, we have presented further details on the concept of the multifunctional metro concept, developed at Egis and ESTP (Ecole Spéciale des Travaux Publics, a French Engineering school), which consists of the application of multipurpose infrastructures on metro systems. We then illustrated the use of systems engineering, one of the main ideas of which is to separate the “problem” and the “solution” space. This idea can help in the development of multifunctional metro systems. As an example, we discussed the specific case study of the fifth metro line of Lyon, where systems engineering and use case diagrams have been used to identify urban needs (water, telecom, logistic, energy, and so on) that can be fulfilled by future metro systems.
6 Discussion Historically, the development of multipurpose infrastructures has been the fruit of opportunities. The systematic use and application of a system thinking methodology could be beneficial in the optimization of infrastructure. Integrating other functions with a metro system is not neutral to its development and we have identified many issues at different stages of development, from planning to realization and, later, to operation. Nowadays, most cities are working in silos of policy-making, where each urban service is working independently from each other, implying lack of communication. Urban administrations are not always aware of all the ongoing projects in the city and do not even have an interest in mutualizing their projects, which hinders any possibility of collaboration. Another upcoming issue is the type of contract required to develop multifunctional metro systems. Usually, the investment cost of metros is borne by public entities, which leads to public contracts. Adding new functions changes the business model of such systems, and other types of contracts could be used or invented. As an example, should contracts like PPP (public private partnership) for public transport systems be used when adding new functions? Legal barriers come up mainly at the operation stage, with issues such as: who is responsible in the case of a failure in the system? For example, if a leak in the water pipe implies a dysfunction of the transportation system, who is responsible? This question raises the following question: Who could be the operator of a multifunctional metro? Should the - 15 -
operation of each function be carried out by separate operators? Or should only one operator operate the overall system? Should the remedy be a combination of these two solutions? An additional issue that is faced while developing a multifunctional metro is the management of complexity—integrating new functions implies more interactions, interfaces, new technologies to integrate, new risks to control, more requirements to verify, new skills, and so on. New methods and tools are required in the construction industry to manage this growing complexity in developing multifunctional infrastructures from the client to operation companies. Notably, systems engineering and BIM (building information modeling) are the methodological corpus for the development of complex systems. The use of SysML use case diagrams to formalize needs is a first step of a larger change in the construction industry.
Acknowledgements We would like to thank all the Egis team who took the time to help and dedicate their time in the development of the concept of the multifunctional metro. The SYTRAL (Syndicat des Transports de l’Agglomration Lyonnaise) for their support during our researches. All the people interviewed at the Grand Lyon for their time, all the information they gave us about urban needs in Lyon and their wise advises on the appropriate functions to investigate. We also thank ESTP (Ecole Spéciale des Travaux Publics) for their help in the definition and the development of the methodology to develop multifunctional infrastructures.
Conflict of interest The authors declare that there is no conflict of interest.
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S2467-9674(19)30078-9 https://doi.org/10.1016/j.undsp.2019.09.001 UNDSP 113
To appear in:
Underground Space
Please cite this article as: N. Ziv, A. Kindinis, J. Simon, C. Gobin, Application of systems engineering for development of multifunctional metro systems: Case study on the fifth metro line of the Lyon metro, France, Underground Space (2019), doi: https://doi.org/10.1016/j.undsp.2019.09.001
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Application of systems engineering for development of multifunctional metro systems: Case study on the fifth metro line of the Lyon metro, France Nicolas ZIV, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected] Andrea KINDINIS, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected] Jérémie SIMON, Egis Rail, 170 avenue Thiers F-69006, Lyon. [email protected] Christophe GOBIN, Université Paris-Est, Institut de Recherche en Constructibilité, ESTP, F-94230, Cachan, France. [email protected]
Abstract Several studies, from both the private sector (McKinsey, Engie, and EY) and international organizations (OECD, World Bank, and IMF), have shown that urban population in cities will grow in the coming decades. This growth implies an increased pressure on all urban networks—transporting people, goods, water, waste, electricity, information, heat, and so on. These functions are executed by urban infrastructures entailing huge investments. We have dedicated our research to the optimization of infrastructures and more precisely of metro systems to offer global solutions to fulfill city needs—the multifunctional metro. The innovative multifunctional metro system incorporates several other urban networks—optical fiber, high-voltage electric cables, water and sewage pipes, geothermal piles, pneumatic systems, merchandise shuttles, and many others depending on the context of each project. The aim of the multifunctional metro is to meet several needs of cities with one common infrastructure. Adding a function to a system increases its complexity. For this reason, we focus our research on the application of methods that allow better management of the complexity: systems engineering applied to infrastructures. In the first part of the paper, we will present a benchmark of multipurpose infrastructures across the world and the benefits of such a system for cities. In the second part, we will present and illustrate the concept of the multifunctional metro. Next, we will present the method based on systems engineering to analyse of multifunctional systems. Finally, the concept of a multifunctional metro is illustrated with a case study on the future fifth metro line of Lyon, France. In conclusion, we will discuss the current barriers for the development of multifunctional infrastructures.
Keywords: Multifunctionality; Systems engineering; Infrastructure; Underground; Metro
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1 Introduction In 2025, the earth will count more than 9 billion inhabitants, more than half the human beings will be city dwellers (Fig. 1), 40 megalopolises will have more than 10 million inhabitants, and the population of medium-sized cities will increase by 50%. These trends, which have a significant impact on urban infrastructures, predict new urban challenges and accentuate the existing ones all over the world.
Fig. 1. Urban and rural population prospects in 2050 (United Nations, 2014). The consequences of urban population increase are numerous—traffic congestion, air pollution, noise pollution, social inequalities, public health issues, criminality, access to housing, and so on. There is also an increase in pressure to deliver urban services such as water and energy supply, telecommunication, and waste and sewage management. One part of the solution to address the challenges is by developing new urban infrastructures. Many studies, both from the private and public sectors, forecast that between 50 and 60 billion US dollars will have to be spent on infrastructure in the next 30 years, which would represent 3.5% of the world GDP. These forecasts do not consider maintenance, rehabilitation, and operation costs of actual infrastructures, and they concern all urban sectors—mobility (roads, rail, ports, and airports), energy, telecommunications, water distribution, wastes, logistics, and so on (Fig. 2).
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Fig. 2. Estimates of investments in infrastructure, 2013–2030 (in $ trillion dollars; McKinsey Global Institute, 2013). Climate change and environmental impact are other challenges being faced by cities, which can lead to the integration of new functions in urban infrastructure. Increase in urban population implies not only an increase in urban needs but also more constraints in the delivery of infrastructure: people are more exposed to site externalities during construction. Thus, the infrastructure market is facing a triple challenge: (1) It has to meet more new citizens’ demands. (2) It must face the impact of climate change. (3) It encounters a more constrained environment during construction. In the following section, we will show that multifunctional infrastructure can be a part of the solution to these challenges.
2 Multipurpose urban infrastructures The current practice of management of infrastructure development in silos of policy-making is not reasonable or practical anymore to face current and future urban challenges. Multidisciplinarity and transversality are manners to optimize infrastructures to globally address the challenges faced by cities described in the preceding section (Admiraal & Cornaro, 2018). While most urban sectors are interdependent, we continue to plan, develop, and manage them separately. A new way of planning, designing, and building infrastructures is required— system thinking. A large part of this shift is the development of multipurpose and multifunction infrastructures (Berger, 2009). The idea is to use a unique system to address multiple needs and generate multiple benefits through a new type of infrastructure (Vechio, 2012). In this section, we consider several examples of the application of the concept of multipurpose infrastructure in different locations and different historical periods both above the ground and underground. -3-
2.1
Multipurpose infrastructures over time
Using a common asset for different functions is not a new trend, and many infrastructures in the past have been built to be used for different purposes. A good example is the Khaju Bridge in Isfahan (Fig. 3), Iran, which is still under operation. This bridge was used as a dam (or a weir) to irrigate the valley, a bridge to cross the river, a building, and a meeting place for citizens (Mainstone, 2001).
Fig. 3. The Khaju Bridge by night. 2.2
Stormwater systems and multipurpose infrastructures
Ann-Ariel Vechio (Vechio, 2012) has studied the concept of multipurpose infrastructure in the case of stormwater systems with three case studies in the USA—in San Francisco, the City of Lincoln, and Cleveland. In her thesis, Vechio highlights that multipurpose infrastructures can create additional community benefits depending on the context; the functions that can be added are different in each case depending on the spatial and social characteristics; effective coordination of city agencies can foster the development of multipurpose infrastructures and makes dense urban areas more livable. 2.3
Multipurpose underground infrastructures: utility galleries
Utility galleries are other examples of multipurpose infrastructures; they have been built in different countries over the world (France, UK, Czech Republic, Switzerland, USA, and so on) but are still an exception in urban network development, as, nowadays, urban networks are developed independently in silos of policy-making. Utility galleries, on the other hand, allow the incorporation of several urban networks in a single place: water, gas, energy, information, and more, depending on the context (Clé de sol, 2005). They are easily accessible, which allows improved maintenance and operation tasks by avoiding the deconstruction of pavements and minimizing disturbances for citizens. Figure 4 shows an example of a utility gallery in Geneva, Switzerland.
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Fig. 4. Utility Gallery, Geneva, Switzerland. Clé de sol (2005) presents reasons for developing utility galleries—they help avoid roadwork, facilitate better maintenance (by easing accessibility and inspection), and allow insulating networks and pipes from external conditions (such as construction work and weather), thus generating economics benefits. 2.4
Road tunnels and utility galleries
In some road tunnel projects, particularly large ones, utility galleries are integrated with the tunnels. As utility galleries are usually located under roads, establishing links with utility networks in a tunnel is easier from a technical point of view, and historically the road sector is more used to the integration of other functions in the infrastructure. Examples of such tunnels are the Eurasia tunnel under the Bosphore in Istanbul, Turkey (13.7 m) (Error! Reference source not found.), and the Orlovsky Tunnel in St Petersburg, Russia (19.2 m) (Error! Reference source not found.). These examples highlight that the integration of utility networks in tunnels is much less a technical challenge and more of an organizational and
governance challenge.
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Fig. 5. Utility gallery in the tunnel under the Bosphore in Istanbul.
Fig. 6. Utility gallery in the Orlovsky Tunnel in Russia. 2.5
Ecological principles for next-generation infrastructure
In her book Eco-logical Principles for Next-Generation Infrastructure, Hillary Brown (Brown, 2014) suggests that the concept of multipurpose infrastructures can be merged with natural systems: “Infrastructural systems are man-made extensions of natural flows of carbon, water, and energy, so appropriate modeling might be based on the symbiotic relationships of natural ecosystems. Based on this whole-system perspective, we might reinvent an ecologically informed, post-industrial generation of infrastructure.” To illustrate her thoughts, Hillary Brown cites the example of Wadi Hanifah (Fig. 7)— bioremediation of dry weather flow in Saudi Arabia. Instead of building a new water treatment plant, this streambed has been renovated to provide quality water for the city of Riyadh, for the restoration of its natural habitat and for agricultural irrigation.
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Fig. 7. Wadi Hanifah, Riyadh, Saudi Arabia. 2.6
Lessons learned from cited examples on multipurpose/multifunction infrastructures
Multipurpose infrastructures today offer an ocean of opportunity and the system thinking approach can lead to such systems. Multipurpose infrastructures allow sharing of resources across different systems, reduce costs and environmental impact, improve project bearing (more stakeholders are involved), reduce worksite inconvenience (the main construction work is done only once), make dense areas more livable, and improve maintenance and operation.
3 Multifunctional metro systems In this work, we have applied the concept of multipurpose infrastructures to metro systems. The metro market is currently growing very fast (UITP, 2015), offering solutions to other city needs globally. Several examples show that it is possible to add multiple functions to a rail system—in Switzerland, the integration of high-voltage cables in the railway tunnel of Grimsel has allowed savings of 520 million Swiss Francs (Meillasson, 2016). The same principle has been applied to line B of the Lyon (France) Metro, saving the construction effort of a tunnel under the Rhône (RTE, 2016). In Rennes (France), integration of geothermal systems in diaphragm walls and inverts has facilitated energy supply to residential and office buildings, which has helped avoid the construction of energy piles (Egis, 2014). In the Parisian metro, the application of optical fiber has led to a turnover of 20 million Euros per year to Telcité, a subsidiary of the metro operator (RATP) (Chicheportiche, 2015). From these examples, it is clear that integration of new functions within a metro system is profitable for the community—it is a unique infrastructure solution for many needs. Nevertheless, this solution is far from being applied to all metro projects and is currently being applied only in local initiatives through a case-by-case approach.
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Our aim is to generalize this analysis for possible application to all metro projects and even
more generally to all kinf of infrfastructures underground or not. Underground metro systems seem particularly adaptable to the incorporation of new functions that require large infrastructures. One possible solution among others would be to integrate new systems under inverts in metro tunnels as shown in Error! Reference source not found.. Stations and shafts are places at which the incorporated underground network can be linked with the subsurface.
Fig. 8. Conceptual representations of a multifunctional metro system.
4 Case study on the fifth metro line of Lyon, France The fifth metro line of Lyon is a new metro line under development in the city of Lyon, France. The line is planned to connect Lyon city center to different suburbs in the Western part of Lyon (Trion, Point-du-Jour, Ménival, Alaï), ending at the Alaï metro station (Fig. 9). Studies have been carried out by the Sytral (Syndicat des Transports de l’Agglomération Lyonnaise), which is the authority responsible for transportation and mobility planning in Lyon and Egis, a design and consultancy company specializing in urban infrastructures. It is as a part of these studies that we have carried out our research to analyze opportunities for incorporating new functions within the metro line.
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Fig. 9. Suburbs serviced by the future fifth metro line of Lyon. Besides the difficulty of analyzing and forecasting the needs that new functions added to an existing urban network will ensure in the future, adding a function is not neutral—it impacts both the metro system itself and the “enabling” system allowing the development of the metro line. It increases the number of requirements of interfaces and interactions, stakeholders involved in the project, skills to mobilize, and so on. For this reason, we have applied a method that can be placed at the crossroad of systems engineering and constructability in our research, which aims to manage the complexity of large construction projects. 4.1
The method: systems engineering
Systems engineering clusters the methods, concepts, best practices, and tools developed since the Second World War mostly in the USA to design, build, and operate complex systems such as defense systems or aerospace systems. To be operational with a high level of performance, such systems require managing a lot of different types of information from different sources. To overcome these challenges, American engineers have developed methods to manage and integrate complex systems: systems engineering (SE) (INCOSE, 2015), (Kossiakoff, Sweet, Seymour, & Biemer, 2011), (Krob, 2009) and (Hall, 1962). Multifunctional infrastructures can be considered as complex systems, as they gather multiple stakeholders, have an enormous amount of interaction with their environment, and involve cutting-edge technologies. For these reasons, the choice of systems engineering as an integrative method to manage the complexity of such systems appears appropriate (INCOSE, 2012). One of the most significant principles of systems engineering, and which is the purpose of systems architecture, is to separate the problem space from the solution space (Krob, 2009). The problem space consists in defining the system’s missions—why it has to be built. The system can be represented as a black box. The solution space consists in defining what the system does and how it is built. This system can be represented as a white box—its components are defined and characterized. Systems architecture can be represented as depicted in Fig. 10. In this research, only the “problem space”, i.e., the potential needs (mission) that the system will address, has been investigated for multifunctional infrastructures.
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Fig. 10. Universal framework for architectural analysis of real systems (adapted from Krob, 2009). The application of use case diagrams, notably diagrams developed in SysML (system modeling language) (Weilkiens, 2007) (Roques, 2009), the systems engineering language, has allowed us to represent and formalize future system missions. Use case diagrams (a standardized language) facilitate tracing all views of the system to use cases and, therefore, to the needs that should be satisfied by the system: requirements, components, functions, spaces, and so on. Therefore, a change in any of these elements of the system can easily and automatically be traced to better analyze the impact. It facilitates design significantly in the further steps of the project. 4.2
Application for analysis of mutualization opportunities for the fifth metro line of Lyon
Several needs other than mobility were investigated for integration in the metro infrastructure: energy, water, sewage, logistics, and information. Systems engineering allows these needs to be formalized and characterized for future integration in the system, whereas constructability allows assessing the capacity of the enabling system to develop the system. These needs were integrated into the infrastructure by interviewing urban specialists at the Grand Lyon, the administration responsible for the management of urban utilities in Lyon city. Thus, the needs that would be required to be integrated into the future metro line were assessed. The needs were represented with use case diagrams (in SysML), as illustrated in the following sections. The needs that were validated during the interviews are shown in green, the needs that were expressed but not validated are shown in yellow, and the needs that were clearly defined as not existing at the time of the interviews are shown in red. We want to highlight that this stage concerns only an analysis of the “intentions” of the
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stakeholders. A feasibility study should follow to evaluate the technical and financial constraints related to the integration of new functions in the metro system. 4.2.1
Analysis of energy needs
Energy needs have been evaluated by the Grand Lyon for the perimeter of the future metro line: the western districts. Different energy needs have been investigated, notably heat, cold, electricity, and geothermal energy. They are represented with use case diagrams in Error! Reference source not found.. The heat network is currently under extension in Lyon and there is an ongoing project to extend it to the western districts of the city (Chauffage urbain, Grand Lyon, 2017). The actual network stops at Bellecour, which is one of the possible points from where the future metro line could start. Hence, it would make sense to mutualize the future heat network and the fifth metro line of Lyon to mutualize investments.
Fig. 11. Use case diagram for energy needs. The cold network is not very extended in Lyon and no need has been identified by the Grand Lyon to extend it further to the fifth district. Interviews with the Réseau de Transport d’Électricité (RTE) have demonstrated a strong interest in the mutualisation of metro lines with high-voltage electrical networks. However, as the Grand Lyon is not responsible for high-voltage networks, it has not been possible to assess this need. Similarly, geothermal energy supply is not under the responsibility of the Grand Lyon. However, the integration of a geothermal system with the metro infrastructure is an efficient opportunity for deploying this technology.
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4.2.2
Analysis of water and sewage needs
Water needs have also been investigated through interviews with the Grand Lyon. They are represented by the use case diagram depicted in Error! Reference source not found.. The new metro line has been identified as an opportunity to improve the resilience of the potable water network in case of a problem in another branch of the network. A similar need exists for the sewage network. However, constraints for its integration have discouraged the Grand Lyon from integrating it into the future metro line, notably because the metro tunnel is not linear and the sewage system is gravity-fed, which implies that a large number of water pumps will be required. However, this argument is not relevant for us, as, at this point, we are only in the needs analysis stage, and we would not exclude the option of developing a particular technology that would facilitate the integration of such a function. Another need identified by the Grand Lyon is to store rainwater. In fact, overflows regularly appear in the sewage network during storms, and there is a need to store rainwater in water tanks to avoid such overflows.
Fig. 12. Use case diagram for water needs. This need immediately calls on another need—that of evacuating rainwater. This need can be carried outside the metro system or within it. However, it raises the same problems as that of the sewage network, as rainwater networks are also gravity-fed.
4.2.3
Analysis of telecom needs
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Mutualization of telecom needs has also been evaluated as part of the studies for the fifth metro line of Lyon (Fig. 13).
Fig. 13. Use case diagram for telecom needs. Surprisingly, transport information was not a need expressed by the Grand Lyon, although it is a common need integrated into a metro system. However, because the cost related to the integration of optical fiber in a metro system for urban needs is very low compared to the realization of a dedicated underground network, the Grand Lyon is still interested. However, storing data (data center) has not been identified as a need by the Grand Lyon. The possibility of using the GSM network has been identified as a need to integrate into the metro system. 4.2.4
Analyses of waste management needs
Waste management was another need studied as a part of the fifth metro line project of Lyon ( Fig. 14). Interviews with the Grand Lyon have identified an interest in transporting organic wastes with the metro line, as a new law in France will force organizations and companies producing more than 10 tonnes of organic wastes per year to treat them. This activity cannot be done inside the city and the waste will have to be evacuated (using the new metro infrastructure). This need is considered uncertain, as the law is not yet applicable. The other need identified related to waste management was to dispose inorganic wastes, i.e., to create an underground landfill. In fact, the creation of a new landfill inside the city at surface level is impossible owing to reluctance of urban citizens. A possible solution would be to integrate the landfill within the metro infrastructure, for instance, with a future depot. The third need related to waste management mentioned with the Grand was use of the metro infrastructure to transport inorganic wastes. However, the actual waste transportation system currently in use in Lyon works well.
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Fig. 14. Use case diagram for wastes needs. 4.2.5
Analysis of logistics needs
The final needs evaluated were logistic needs, i.e., to store and transport goods and merchandise. Different types of merchandises could be transported or stored, which would have different impacts on the development of the future system: mass distribution goods, construction materials, pharmaceutical products, chemical products, and so on, each merchandise having its particular requirements, risks, and impacts (Fig. 15).
Fig. 15. Use case diagram for logistic needs. Globally, needs related to logistics have been identified as at stake: currently, there is pressure on the logistic system in Lyon—it is very difficult to find space to store merchandise
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in the city center; the current logistics transport system is causing pollution and contributing to traffic congestion. Simultaneously, e-commerce is booming and the demand for local supermarkets is also on the rise. For these reasons, the development of a metro infrastructure has been identified as an effective solution to overcome these challenges by offering spaces to store merchandise and an efficient and sustainable transport system.
5 Conclusion In this paper, we have presented several examples of multipurpose infrastructures in different countries showing that this principle has been in existence for a long time and presents significant benefits—sharing resources across different systems, reducing costs and environmental impact, improved project bearing (more stakeholders are involved), reduced work-site inconvenience (construction work is done only once), making dense areas more livable, and improved maintenance and operation. Thereafter, we have presented further details on the concept of the multifunctional metro concept, developed at Egis and ESTP (Ecole Spéciale des Travaux Publics, a French Engineering school), which consists of the application of multipurpose infrastructures on metro systems. We then illustrated the use of systems engineering, one of the main ideas of which is to separate the “problem” and the “solution” space. This idea can help in the development of multifunctional metro systems. As an example, we discussed the specific case study of the fifth metro line of Lyon, where systems engineering and use case diagrams have been used to identify urban needs (water, telecom, logistic, energy, and so on) that can be fulfilled by future metro systems.
6 Discussion Historically, the development of multipurpose infrastructures has been the fruit of opportunities. The systematic use and application of a system thinking methodology could be beneficial in the optimization of infrastructure. Integrating other functions with a metro system is not neutral to its development and we have identified many issues at different stages of development, from planning to realization and, later, to operation. Nowadays, most cities are working in silos of policy-making, where each urban service is working independently from each other, implying lack of communication. Urban administrations are not always aware of all the ongoing projects in the city and do not even have an interest in mutualizing their projects, which hinders any possibility of collaboration. Another upcoming issue is the type of contract required to develop multifunctional metro systems. Usually, the investment cost of metros is borne by public entities, which leads to public contracts. Adding new functions changes the business model of such systems, and other types of contracts could be used or invented. As an example, should contracts like PPP (public private partnership) for public transport systems be used when adding new functions? Legal barriers come up mainly at the operation stage, with issues such as: who is responsible in the case of a failure in the system? For example, if a leak in the water pipe implies a dysfunction of the transportation system, who is responsible? This question raises the following question: Who could be the operator of a multifunctional metro? Should the - 15 -
operation of each function be carried out by separate operators? Or should only one operator operate the overall system? Should the remedy be a combination of these two solutions? An additional issue that is faced while developing a multifunctional metro is the management of complexity—integrating new functions implies more interactions, interfaces, new technologies to integrate, new risks to control, more requirements to verify, new skills, and so on. New methods and tools are required in the construction industry to manage this growing complexity in developing multifunctional infrastructures from the client to operation companies. Notably, systems engineering and BIM (building information modeling) are the methodological corpus for the development of complex systems. The use of SysML use case diagrams to formalize needs is a first step of a larger change in the construction industry.
Acknowledgements We would like to thank all the Egis team who took the time to help and dedicate their time in the development of the concept of the multifunctional metro. The SYTRAL (Syndicat des Transports de l’Agglomration Lyonnaise) for their support during our researches. All the people interviewed at the Grand Lyon for their time, all the information they gave us about urban needs in Lyon and their wise advises on the appropriate functions to investigate. We also thank ESTP (Ecole Spéciale des Travaux Publics) for their help in the definition and the development of the methodology to develop multifunctional infrastructures.
Conflict of interest The authors declare that there is no conflict of interest.
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