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MoU for a civil nuclear project

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ILF Consulting Engineers Polska, one of the leading engineering and consulting companies in Poland, has signed Memoranda of Under­standing with the American company Bechtel for the potential develo­pment of two new civil nuclear power plants in Poland. The MOUs were signed on the 25th of April during ceremony at the U.S. ambassador’s residence in Warsaw.

Bechtel and Westing­house Electric Company are jointly preparing a front-end engineering design for the government’s consi­de­ration for a three-reactor plant on the Baltic Sea coast. The plant, using Westing­house AP1000 reactors, would be Poland’s first civil nuclear power plant.

Our firm specia­lizing in engineering consul­tancy and having a multi­di­sci­plinary team, will provide solid support in prepa­ratory woks for the investment – said Rafał Blankiewicz, Managing Director of ILF Consulting Engineers Polska.

The event was attended by repre­sen­ta­tives from 12 companies – one of the largest and leading in Poland in the field of heavy construction and engineering – with whom Bechtel intends to cooperate in the develo­pment of the nuclear energy sector in Poland.

This signals another important step forward in a project that will bring our countries even closer together over a 100-year partnership. The U.S. Embassy in Poland is pleased to support Bechtel and Westing­house as they select local Polish suppliers for this strategic project – said Mark Brzezinski, U.S. Ambassador to Poland.

Bechtel and Westing­house bring hands-on expertise to nuclear construction. Bechtel has built or serviced more than 80 reactors in the U.S. and 150 worldwide in all major designs. Bechtel is currently completing construction of the only nuclear power plant expansion underway in the United States, at Plant Vogtle in the state of Georgia. That two-unit expansion also employs Westing­house AP1000 reactors.

 

 

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ILF Poland team in Ukraine

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ILF Consulting Engineers Polska has two repre­sen­tative offices in Ukraine located in Dnipro and Kiev. Both of these locations are affected by the war.

Most of our staff working in these offices have left Ukraine and are staying in Poland.

We have been in constant contact with our employees, subcon­tractors and customers affected by the war since the first days of Russia’s invasion of Ukraine and have been responding to their needs on an ongoing basis. We stand united with all citizens of Ukraine, as well as those of you who have loved ones and friends in Ukraine.

We will make every effort to protect the needs of our Ukrainian employees and their families during this difficult time.

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III metro line in Warsaw

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ILF Consulting Engineers Polska, a company involved in the construction of Warsaw Metro for nearly 15 years, has signed a contract for the pre-design works for 1st stage — Praga — for the construction of Warsaw III metro line, including the Kozia Górka maintenance depot station.

ILF Polska will provide pre-design works for the 1st stage of construction of the III metro line which will connect Praga Południe district with the Warsaw city centre, and ultimately with Ochota and Mokotów districts. It will consist of an approx. 8 km route with 6 stations (Dworzec Wschodni, Mińska, Rondo Wiatraczna, Ostro­bramska, Jana Nowaka-Jezio­r­ańs­kiego, Gocław). The scope of works also covers the Kozia Górka maintenance and depot station along with its access road.

The company’s tasks include elabo­ration of a conceptual design, deter­mi­nation of the influence zones of the metro facilities construction on the neigh­bouring buildings, providing the technical condition assessment of the buildings in these zones and preparing the analysis of the vibration influence of the future metro trains traffic on these buildings.

ILF Polska will also prepare the hydro­geo­lo­gical and geolo­gical-engineering documen­tation and prepare the functional-utility program, together with the technical speci­fi­cation for the execution and accep­tance of construction works.

The documen­tation prepared by ILF Polska will be used to announce a tender for the construction of the III metro line in the „Design and Build” formula.

While designing the III metro line stations, the company strived to continue the character of the II metro line. The stations will be energy-efficient and, as far as possible for large under­ground facilities, environ­mentally friendly. In the design process, ILF Polska has tried to minimize the impact of construction on the comfort of the residents by using the ceiling method — which has already become a company signature. This makes it possible to quickly rebuild numerous gas, heating, sewage, electrical and telecom­mu­ni­ca­tions networks, so as not to cause unnecessary inter­rup­tions in the supply of utilities to residents in the vicinity of future stations.

Over the last decade we have become the most experi­enced company in Poland in the field of metro design. We have been involved in the works of 18 out of 21 stations of the II metro line in Warsaw, providing compre­hensive design services for most of them. Basing on our experience and solid know-how we will definitely bring many attractive ideas and propose optimal design solutions also for the III line. Preparing tender materials for the future contractor in the „Design and Build” system will not be new for us either — we have created them in this formula many times – comments Rafał Blankiewicz, Business Develo­pment Department Director, ILF Consulting Engineers Polska. The planned investment brings a lot of interest. In parti­cular, it is awaited by residents of those places where the 3rd line is to run and where it will improve commu­ni­cation – he adds.

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Sectoral agreement for the development of a hydrogen economy

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ILF Consulting Engineers Polska has joined the group of signa­tories of the „Sectoral Agreement for the Develo­pment of the Hydrogen Economy”. Its most important goal is to utilize the national potential and maximize the parti­ci­pation of Polish entities in the creation of hydrogen economy in Europe and worldwide.

In recent years, hydrogen has been strongly gaining popularity as an energy carrier for both the trans­por­tation and energy sectors. With the right deter­mi­nation, hydrogen can become a major compe­titive and techno­lo­gical advantage for Europe.

The challenge now is the infra­st­ructure to transmit and distribute hydrogen and to produce so-called green hydrogen (which does not use fossil fuels for its production).

We have already provided services for an investment aimed at launching green hydrogen production. More on this subject can be read HERE.

 

 

15.10.2021(2)

Hydrogen and renewables — an unexpected cooperation

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Will hydrogen be the main source of electricity of tomorrow or will wind farms and photo­voltaic panels dominate the future? These sources are often treated separ­ately today. However, these two currently developing areas — RES and hydrogen techno­logies — are striving for a unobvious coope­ration. Green hydrogen can become necessary for stabi­lizing the power grid, which is not guaranteed by wind farms or photo­vol­taics. ILF Consulting Engineers Polska has prepared a technical feasi­bility study for a project that uses this non-obvious cooperation.

Comple­mentary goods

The renewable energy sources produced 17.7% of all electricity in Poland in 2020, according to the ENERGIA [OD]NOWA report by ILF Polska. What is more, RES will also have an incre­asing share in Poland’s energy trans­for­mation — already in 2030 their contri­bution to the gross final energy consumption is to be no less than 32% in the power trans­mission & distri­bution sector — say data included in PEP2040. Green hydrogen, obtained in the process of electro­lysis, may turn out to be necessary for proper functioning of power grids, when the economy will produce more and more electricity from RES, which it will not be able to store. Hydrogen will then act as a storage for energy that is returned to the system (e.g. as a fuel for trans­por­tation). The use of green hydrogen will correct the disad­van­tages of RES.

A disad­vantage that reduces the possi­bility of a faster intro­duction of renewable energy sources into the energy mix of countries is, among others, their insta­bility. The amount of energy produced by wind farms or photo­voltaic panels depends on weather condi­tions on a given day. Unfor­tu­n­ately, we still do not have a technology that can effec­tively store the generated surplus — says Beata Nepelska-Kula, Projects Department Director, ILF Consulting Engineers Polska. One of the solutions is to „convert” the currently produced surplus of RES into stored energy in the form of hydrogen. ILF Polska has already worked on such a project, and has prepared a technical feasi­bility study for an electro­lysis instal­lation — she adds.

The electro­lysis process, carried out using renewable energy, makes hydrogen production emission-free and climate-neutral. For this reason, such invest­ments are also imple­mented in refineries, which, by using green hydrogen for refinery processes, makes tradi­tional fuels made from crude oil more eco-friendly.

Electro­lysis instal­lation with the parti­ci­pation of ILF Poland

ILF Polska provided services for an investment aimed at launching the production of green hydrogen. It is to be the first such large electro­lysis instal­lation partially powered by its own renewable energy source. The produced hydrogen will be used primarily in the refining process and will replace the currently used hydrogen produced in the steam reforming process, which will signi­fi­cantly reduce CO2 emissions and will become a zero-emission fuel in the near future.

Green hydrogen, i.e. produced with the use of renewable energy sources, is a desirable fuel due to its emission-free character. We are glad that we had the oppor­tunity to co-create the project which combines RES with production and storage of this fuel. For this investment we have prepared a feasi­bility study of an instal­lation for the production, storage and use of green hydrogen at the refinery — explains Beata Nepelska-Kula, Projects Department Director, ILF Consulting Engineers Polska. Storage of energy from renewable sources in the form of hydrogen guarantees greater grid stability and may turn out to be crucial for further energy trans­for­mation of many economies in the world — she adds.

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Milestone on Harmony Link investment

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The Baltic Sea seabed surveys along the entire length of Harmony Link (approx. 300 km), which began in February 2021, has been completed. This is a milestone on the new inter­con­nector between Poland and Lithuania — one of the largest invest­ments in trans­mission infra­st­ructure in this part of Europe. Due to possible unforeseen diffi­culties (e.g. storms) during carrying out the surveys, this was a crucial part of the project schedule. What does the completion of this part mean for the whole investment? ILF Consulting Engineers Polska (ILF Poland) was the company respon­sible for super­vising the surveys.

The seabed surveys allowed, among others, to determine the locations of wrecks or post-war remnants of conven­tional and chemical weapons lying on the seabed. The location of obstacles has been included on prepared maps, which will help to avoid dangerous objects at the design phase. A route of about 300 km was surveyed. Side scan sonar and magne­to­meters were used for the task and bottom samples were taken. Remotely operated vehicles (ROV) took part in the works. The project is realized by PSE and Litgrid, trans­mission system operators in Poland and Lithuania. ILF Consulting Engineers Polska was respon­sible for super­vising the surveys.

Seabed surveys are a key step in the investment process, highly dependent on weather condi­tions, which cannot be fully predicted. Therefore, they are an important element of the work schedule.

The survey report will be used to design and determine the final route of the High Voltage Direct Current (HVDC) offshore cable line between Poland and Lithuania, as well as to elaborate its laying and its protection strategy, including the deter­mi­nation of the burial depth of the cable system taking into account seabed condi­tions. It is ILF Poland that will analyse the possible risks of cable burial (Cable Burial Risk Assessment) on the basis of seabed surveys conducted.

Previously, ILF Poland was respon­sible for the Baltic Sea seabed routing as well as supporting PSE and Litgrid during the tender procedure for the contractor of the marine survey analysis.

The offshore cable will improve energy security of the region by opening the way to synchro­niz­ation of Lithuanian, Latvian and Estonian power systems with the conti­nental European system. Harmony Link is the second inter­con­nection between the Polish and Lithuanian power systems — the first LitPol Link line connects Ełk substation in Poland and Alytus substation in Lithuania.

The completed study is a milestone on the Harmony Link project. Works began in February and were completed in August 2021.

 

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Public transport — a cure for everything?

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The upcoming end of summer holidays will reopen discus­sions about the transport possi­bi­lities in Polish cities. Many of them — despite the pandemic — have been struggling with heavy traffic conges­tions. The increase will also affect passenger traffic in public transport. In Warsaw, the estimated number of passengers during the holidays decreases by about 20–30%, according to data from the Public Transport Authority, after which they return to regular travel. That is why, depending on the city and its charac­te­ristics, many factors are taken into account when building and planning new invest­ments in public transport. The number of passengers, the condi­tions of the area, congestion in the city center — these are the most common. But what influ­ences the decision of autho­rities to build a new means of public transport most?

 

Post-holiday rush

The dynamic growth of individual transport in Poland has been observed since the 90s of the last century. At that time, a large number of people shifted to driving their own cars. This resulted in increased congestion on the roads. This problem is parti­cu­larly visible after the holidays — even despite the pandemic, which signi­fi­cantly reduced traffic in cities by the possi­bility of remote working in many industries.

According to the latest Tom Traffic Index, the leader of the national list of the most congested cities in Poland was Łódź. Drivers in this city could expect an average increase in travel time of 42 percent. After Łódź were ranked, in turn: Cracow (36 percent), Wrocław (35 percent), Poznań (31 percent), and Warsaw (31 percent).

It is worth knowing that in 2020, all Polish cities included in the report recorded drops in congestion levels. Despite this fact, the autho­rities should still strive to reduce the share of individual transport in favour of public transport. So how to choose the right invest­ments to meet the needs of the city?

 

Develo­pment of urban transport

The choice of investment depends on several factors. These include the city area, number of inhabi­tants, number of passengers using its services, or land condi­tions. The financial capabi­lities of the city budget are also important.

For example, public transport in the Warsaw agglo­me­ration includes bus transport and rail transport such as metro, trams and railroads. The Rapid Urban Railway (SKM) also plays important role. Warsaw Public Transport ended 2020 with 726,242,018 passengers. It is worth knowing that this was the first decrease in the number of people using public transport in many years — the reason was the corona­virus epidemic. In 2019, more than 1.2 billion people traveled on the capital’s buses, trams and trains.

In compa­rison, 416 million passengers were trans­ported by public transport in Krakow in 2019, according to the 2019 City State Report. The discussion about the construction of metro was also present in this city. The question was whether the investment in under­ground transport is feasible and sensible from the economic and reasonable point of view. It is worth knowing that Krakow’s public transport is facing many challenges such as problems with the tram passing in the city centre and the decre­asing average speed of the travelling tram.

In the „Feasi­bility study for the construction of fast, collision-free rail transport in Kraków” prepared by ILF Consulting Engineers Polska, more than 30 route variants and 21 investment variants of metro and fast tram possi­bi­lities were thoroughly analyzed. After a detailed analysis, the pre-metro fast tram option was selected.

At the end of the work — in the second quarter of 2021 — we recom­mended the best solution in terms of efficiency, financial profi­ta­bility, safety, risk, social and environ­mental factors — explains Michał Bogucki, Project Manager, ILF Consulting Engineers Polska. The indicated variant fulfilled all the most important assump­tions (e.g. faster and collision-free crossing of the critical sections), and at the same time it is more cost-effective and possible to finance within the assump­tions of the city’s financial plan — he adds.

 What is interesting, in case of invest­ments in surface transport, there is a possi­bility to use innovative solutions for means of transport. Solutions limiting energy consumption in vehicles could be, among others, photo­voltaic cells mounted on walls and, if possible, also on roof apparatus housings. Moreover, a solution could also be side windows with built-in photo­voltaic cells, which at the same time would not limit trans­pa­rency (a solution applied e.g. in bus shelters to power e.g. bus stop lights) or a modern vehicle control system ensuring optimum energy consumption.

 

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Premetro in Kraków — the genesis of the concept

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Kraków’s public transportation

Kraków holds the position of a regional leader in modern business services, which is connected with many invest­ments that change the urban infra­st­ructure. Kraków’s trans­por­tation needs will grow steadily over the years due to population migra­tions and further population growth. These factors speak in favor of creating a modern and efficient trans­por­tation system.

Currently, public trans­por­tation in Kraków consists of a bus and tram network, additio­nally supported by railroad and private carriers. The tram network faces several signi­ficant problems. Challenges include insuf­fi­cient density in the north of the city, the limited capacity of the 1st ring road, or the incre­asing number of derailed vehicles,” points out Michał Bogucki, Project Manager, ILF Consulting Engineers Polska.

The problem of rail trans­por­tation in Kraków is also the average operating speed of Kraków’s trams. In 2017, it was 14.2 km/h, while in 2003 it was 15 km/h. This applies not only to these vehicles — the average operating speed of buses was still noticeably higher in 2006 (18 km/h), while in 2017 it almost equaled the average speed of trams (15.2 km/h). The highest averages are obtained by the Kraków Fast Tram — about 20.5 km/h (the value should be above 24 km/h) — according to data given in „Scien­tific works of the Warsaw University of Technology. Transportation”.

Sections of the route in the downtown area are an important obstacle to the increase in average tram operating speeds. On streets where the tracks are not separated from the roadway, travel time increases and delays occur. The main reason for this is the fact that the tracks are blocked by cars which are parked illegally,” points out Michał Bogucki, Project Manager at ILF Consulting Engineers Polska.

Collision-free transit on the central section can bring signi­ficant impro­ve­ments in travel times for trams. Our work on the „Feasi­bility study for the construction of fast, collision-free rail transport in Kraków” started already in 2018 — he adds.

Why a premetro

Seven routes were elabo­rated as part of the „Feasi­bility study on the construction of fast and collision-free rail transport in Kraków”. Each of the variants was analyzed in terms of 6–7 options of imple­men­tation. Numerous simula­tions and analyses of the proposed options were made in terms of society, demogra­phics, and planned invest­ments. The seven best route alter­na­tives were analyzed in detail in terms of the three possible modes of transport, which means that 21 investment alter­na­tives were studied. Each of them was verified in terms of a number of criteria including the antici­pated number of passengers, average travel time, preser­vation condi­tions, transfer hubs, city-forming potential or appro­ximate cost of trans­porting one passenger. On this basis, the three most conve­nient solutions were selected. In total over 300 km of possible alter­na­tives were verified.

In the next step, a detailed concept of 3 variants was developed — technical solutions were specified, including the location of stops, stations and the route of the line. The method of power supply for each of the variants was also analysed, as well as the imple­men­tation technology and the selection of rolling stock appro­priate for the antici­pated passenger flows. The works were carried out in close coope­ration with specia­lists in monument protection, experts from the Kraków University of Technology and AGH University of Science and Technology, as well as the City Hall. This was the most difficult stage due to the concern for the centuries-old tradition and histo­rical heritage of the City of Kraków, which required numerous consul­ta­tions and arran­ge­ments. As many as 8 revisions of the entire project documen­tation were prepared as part of this phase only. The first releases took place later in 2019.

More than 1,100 pages of technical analysis and more than 280 design drawings for the land use (i.e., exits, under­ground corridors, and stations) and 3D models were produced.

Then a cost estimate, environ­mental analysis (environ­mental impact assessment of the investment), insti­tu­tional analysis (i.e. which entity should carry out such an investment in the future) and a schedule of tenders and construction execution were prepared. The cost analysis took into account both the investment costs connected with the construction of a given variant and the operating costs connected with its maintenance. It was also verified whether the city will be able to cover current expenses connected with the functioning of the given option.

Prepa­ration of such a huge project that changes the face of the urban infra­st­ructure is a big respon­si­bility. At the end of the work — in the second quarter of 2021 — we recom­mended the best solution in terms of efficiency, financial profi­ta­bility, safety, risk, social and environ­mental factors — explains Michał Bogucki, Project Manager, ILF Consulting Engineers Polska. The optimal solution turned out to be the variant of pre-metro fast tram — i.e. trams with the use of tunnels in the most critical sections. This variant fulfilled all the most important assump­tions (e.g. collision-free crossing of the most critical sections and higher transit speed) and at the same time is more cost-effective and possible to finance within the assump­tions of the city’s financial plan” he adds.

The analyzed variant of the premetro „shuttle” did not find investment justi­fi­cation. The metro variant was an attractive option — a fast and collision-free solution, but it would not fit into the current assump­tions of the city’s financial plan.

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Underground construction – the future of cities?

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Cities are starting to run out of free space. By 2060, the world’s population will exceed 10 billion people, according to predic­tions of the United Nations. Population growth, migration and climate changes cause that in the future the use of under­ground infra­st­ructure may become a necessity. Tunnels are a well-known invention, but is it possible to move almost an entire city under­ground? An expert from ILF Poland answers this question.

Tunnels and their advantages

The world-famous under­ground trans­por­tation tunnels allow to shorten the way or make it easier. A ride through a long route, drilled into a massive mountain, is always a great attraction and variety for traveling people. However, not only such tunnels are available to us — we can also move under the bottom of the river or the sea. The English Channel, connecting Great Britain and France, which length is over 50 kilometers, is a very important investment, allowing free travel between these countries, without having to build complex port infrastructure.

Building tunnels is expensive, but I think they are the future. They have one great advantage — they can hide under­ground what we don’t need on the surface, such as car traffic. This is important, because then we do not interfere with green areas, we do not collide with what people would like to do on the surface. A tunnel usually shortens or eases our way — says Marcin Przepiórka, Deputy Director, Transport Infra­st­ructure Area, ILF Consulting Engineers Polska. For example, the tunnel under Swina River allows fast, unhin­dered traffic in both direc­tions, without involving port infra­st­ructure. In the case of mountainous areas, the tunnel clearly shortens the distance to be travelled,” he explains.

More and more often, besides the construction of under­ground tunnels, there are growing ideas to bring more parts of cities, and especially their infra­st­ructure, into the under­ground world.

 

Will we be living underground?

The idea of hiding (almost) entire cities under­ground starts to be more and more boldly presented and discussed on the world stage. Of course part of the infra­st­ructure will still remain on the surface, such as residential buildings, parks or bicycle paths.

There’ s a trend forming that not only tunnels, but entire cities can be brought under­ground. Of course, this is a certain metaphor, because it is not possible to literally hide everything below the surface of the earth — people need daylight to live. However, nothing stands in the way of moving all the traffic, like the metro, below. We can also add all the networks necessary for the city to operate, which is already happening, or for example water reser­voirs — in fact everything that is possible and not necessary on the surface — explains Marcin Przepiórka, Deputy Director, Transport Infra­st­ructure Area, ILF Consulting Engineers Polska. In the above ground part we will keep green areas, residential buildings, parks, sidewalks. The result is a green city, a city with zero noise emissions, because under­ground traffic can be dampened, and if we enter the era of electric cars in transport, the problem will be completely elimi­nated. With proper venti­lation of under­ground spaces, we can create cities that are pollution-free,” he concludes.

 

It’s already happening

Plans for under­ground cities are already being prepared, and their projects are being created on a grand scale. The Line — the linear city of the future — will connect the Red Sea coast with the north-western corner of Saudi Arabia. According to the assump­tions, about a million people will live in it, and its length will reach 170 kilometers! Despite this, it will be possible to provide all the basic needs of life within a few minutes’ walk. This possi­bility will remain thanks to the above-ground part, which will be an oasis for pedestrians and cyclists. Services and transport will be located under­ground. The cost of the entire investment is estimated at 500 billion USD.

However, looking at the invest­ments of our western neighbors and those in Poland in a more down-to-earth way, it can be seen that the trend is noticeable.

In Germany, there is a trend to lay electrical lines under­ground, in tunnels. While the low voltage line does not require any special measures, the issue is more difficult with higher voltage (110–220 kV). We can’t lay a power trans­mission line in the ground, because the voltage is so high that it requires special tunnels,” says Marcin Przepiórka, Deputy Director, Transport Infra­st­ructure Area, ILF Consulting Engineers Poland. There will be more invest­ments of this type. The technology of building under­ground is becoming more and more popular — let’s look, for example, at the southern ring road of Warsaw, which is largely hidden under the surface. The process of trans­ferring parts of the city to this zone is happening before our eyes — he adds.

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Fast, collision-free rail transportation system in Krakow

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ILF has been working to find the most efficient, reliable, and finan­cially viable option for building new rail trans­por­tation in Krakow since September 2018. For that purpose, the company conducted extensive analyses taking into account, among others, planning and financial condi­tions, charac­te­ristics and evaluation of existing trans­por­tation subsystems, traffic analyses for the routes, technical, environ­mental and economic analyses, geolo­gical studies, as well as a financial plan. An important aspect which had impact on the presented solutions was the course of the routes in the area of the Old Town and the monuments located there, which required detailed consul­ta­tions with the municipal and provincial preser­vation services. ILF Poland’s task was also to obtain opinions from numerous entities regarding the proposed solutions.

Three types of public trans­por­tation were analyzed – metro line, premetro „shuttle” and premetro fast tramway. Seven variants of routes in the east-west direction in the northern part of the city were taken into account, including four sub-options for each of them, which were subjected to traffic analyses and the possi­bility of using the above-mentioned means of transport was checked. The analysis covered seven time horizons up to 2058. This was followed by an optimiz­ation of the tramway and bus systems. In total, more than 300 combi­na­tions of calcu­la­tions were performed, resulting in three alter­na­tives for further technical analyses. ILF Poland, having consi­dered the results, recom­mended the choice of premetro fast tramway as the most advan­ta­geous solution in financial, social, and functional terms.

According to the assump­tions, the suggested premetro variant is a approx. 22 km long route with 32 stops, connecting Wzgórze Krzesła­wickie with the area of Jasno­górska street in Prądnik Biały. The length of the tunnel section of this route is to be 6.6 km, and the overground section (flyover) — 1.4 km. The remaining part of the route is to run on the ground. In the study, ILF Poland proposed dividing the section into three stages, for which the planned commis­sioning date has been set for 2033 — 2037. The estimated number of passengers travelling during rush hours by the new means of trans­por­tation may amount to about 14 thousand people, and the cost of imple­menting the entire task is about 6 billion zlotys gross.

On June 7th, 2021 ILF Poland presented the most important assump­tions of the study at a press confe­rence in Krakow.

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The City of Bydgoszcz with a huge ecological investment

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ILF Consulting Engineers Polska will prepare project documen­tation for the investment of construction and recon­struction of storm­water drainage system and adapt­ation of rainwater drainage network to climate change in the city of Bydgoszcz. The project will be imple­mented on behalf of IDS BUD S.A.

The main aim of the project is to adjust the storm­water drainage system in Bydgoszcz to the current and planned land use. The investment is to protect the city against the effects of heavy rains and large amounts of rainwater and snowmelt – that is to minimize flooding of buildings and flooding of streets, as well as to enable water retention and its use in dry periods.

ILF Poland’s respon­si­bi­lities include compre­hensive design services, including prepa­ration of the building permit design, detailed design and as-built documen­tation, as well as author’s super­vision. The services also include consul­ta­tions with adminis­trators and municipal entities, obtaining a building permit or notifi­cation of work for the construction/ recon­struction of storm­water drainage systems and secondary collisions.

Construction and recon­struction of storm­water drainage system is a huge ecolo­gical investment carried out by the municipal water­works — points out Beata Nepelska-Kula, Projects Department Director at ILF Consulting Engineers Polska. The works are conducted in parti­cu­larly difficult condi­tions due to the city center — it is connected with dense buildings and utility infra­st­ructure as well as the necessity to change the traffic organiz­ation. However, they are necessary to improve the quality of life in the city and have a real impact on the environment. We are glad that by using our design experience in similar invest­ments, we can be a part of such an important project — she adds.

The project is co-financed by the European Union Cohesion Fund. The works are planned to be completed in 2022.

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A new transfer point on the map of Warsaw?

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ILF Consulting Engineers Polska (ILF Poland), which has been involved in the construction of the Warsaw metro for nearly 15 years, will carry out an analysis of the technical feasi­bility of connecting the Centrum station on the I metro line with the Warszawa Śródmieście / Warszawa Centralna railway stations. The entire analysis will take 18 months to complete.

ILF Poland’s scope of work will include the prepa­ration of a preli­minary report and an analysis of possible options for connecting the Centrum (M1 line) metro station with the Warszawa Śródmieście / Warszawa Centralna railway stations. In the study ILF Poland will have to consider solutions that minimize the impact of the construction of the connector on the existing  I metro line as well as on the surrounding area.

The purpose of these works is to obtain an analysis of the alter­na­tives for the construction of the connector by providing basic locational and technical assump­tions, which will enable further prepa­ratory works.

Three solutions will be analyzed. The first of them assumes a connection over the cross-town tunnel, the second — under the cross-town tunnel (variant according to the PKP PLK concept). The last one is to be ILF Poland’s original variant.

We are glad that we can contribute again to the construction and impro­vement of the Warsaw metro. Our previous experience in this area has given us a leading position on the Polish market,” points out Rafał Blankiewicz, Business Develo­pment Director, ILF Consulting Engineers Polska. The concept of connecting the central station of the I metro line with the most important station of the cross-town line is not new. It is a very important transfer point on the map of Warsaw, which is why it is so important to create this connector. We will make every effort to ensure that the analysis of three alter­na­tives will give a solid basis for choosing the optimal one. The study will answer a number of technical questions about the possi­bi­lities and condi­tions for each of the solutions — he adds.

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ILF Poland involved in two new Waste to Energy Plant projects

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ILF Consulting Engineers Polska (ILF Poland) is providing consulting services for two new Waste to Energy Plants located in Poland. The company’s portfolio includes many contracts in this area — both domestic and inter­na­tional. In recent years the company has been involved in invest­ments i.a. in Konin, Poznań and United Arab Emirates (in Sharjah and Dubai). Since 2018 it has also been involved in the construction of the Waste to Energy Plant in Gdańsk and since 2020 in Warsaw.

For the first of the new projects, ILF Poland acts as a technical consultant for the investment prepa­ration phase for the Waste to Energy plant in Poland (100,000 t/a). The company’s services include elabo­ration of complete design documen­tation necessary to obtain all adminis­trative decisions and permits for the investment imple­men­tation and selection of the EPC Contractor.

The company is respon­sible for prepa­ration of the basic design, Environ­mental Impact Assessment as well as appli­cation and obtaining of the Decision on Environ­mental Condi­tions. The scope of ILF Poland’s duties also includes prepa­ration of the necessary documen­tation required for an appli­cation for connection to the power grid as well as an appli­cation for issuing the location condi­tions for the investment. ILF Poland is also respon­sible for elabo­ration of the building permit design and for obtaining a final building permit decision for the investment.

In addition ILF Poland — as a technical consultant — will advise the Client regarding the selection of an EPC Contractor. The company will prepare tender documen­tation, evaluate the bids and recommend the best one. ILF will also parti­cipate in negotia­tions during the proceedings.

For the second Waste to Energy plant (also 100,000 t/a), ILF Poland acts as a technical and environ­mental consultant. The company’s services include, among others, verifi­cation and analysis of the existing project documen­tation as well as adminis­trative and environ­mental decisions obtained during the investment process, including the Environ­mental Impact Assessment, Decision on Environ­mental Condi­tions and Building Permit. The company will also verify existing design documen­tation, taking into consi­de­ration adopted technical solutions. The company will also be respon­sible for the analysis of the Contrac­tor’s technical offer. In addition, ILF Poland will identify the technical risks when it comes to project execution and estimate  capital expen­ditures (CAPEX).

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Lwówek compressor station

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ILF Consulting Engineers Polska signed a contract with Gas Trans­mission Operator GAZ-SYSTEM and is to elaborate the conceptual design for the compressor station, which is to be constructed in proximity of Lwówek Trans­mission Node, located in Zębów. This is another project related to the imple­men­tation of the Baltic Pipe investment and the North-South Gas Corridor, in which ILF will participate.
The company is to elaborate the conceptual design of the compressor station, define environ­mental, technical and economic condi­tions of its construction and operation. The possible locations of the compressor station will be analyzed in terms of land acqui­sition and formal-legal aspects. The conceptual design will take into account the coope­ration of the planned compressor station with both existing and future infra­st­ructure in the scope of expected gas trans­mission scenarios. ILF will also elaborate the time schedule for investment prepa­ration and implementation.

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