Mihai Demetrescu

He started his professional life in the Computer Division of Siemens, providing technical support to mainframe customers. During this period at Siemens, he worked for one year in Germany in training at Siemens computer laboratories in Munich and at the computer factory in Augsburg.

In 1974 he joined São Paulo Metropolitan Train company, where he became responsible for the acceptance of the Interlocking equipment of its first line. Later, he also assumed the responsibility for the Supervision area of Automatic Train. During this period in São Paulo Metro, he was invited (in 1977), by JASI - Japanese Association of Signalling Industries, to participate in a six-month training program, in Tokyo and Osaka, to improve his knowledge of the signalling techniques used by Japanese metros and railways, including the "bullet train" (Shinkansen).

After he had worked in the São Paulo Metro, he was invited by Westinghouse - Transportation Division, to start a new company, specialized in signalling, CMW Sistemas Ltda., where he held the leadership of the technical team. At CMW he had a patent granted for an integrated signalling system, known as CMT-MUX, which was one of the first computer-based signalling and interlocking solutions available on the world market, consisting of an ATC (on-board and trackside) integrated into the Interlock. His role in this development was the definition of the system that went into operation in 1988 and is still widely used today in the undergrounds of Sao Paulo, Buenos Aires and more recently also in San Francisco - USA at BART.

In 1994 CMW was acquired by ALSTOM where he continued his activities and was expatriated to France in 2002. In France, he took on several positions, most notably the leadership of the CMM and CMMI project which ensured a level 2 maturity in the development of signalling software and systems for Alstom's Signalling division. Another highlight was leadership in the development of a successor to Interlocking for Railways (Smartlock 400) which is currently used on almost the entire railway network in Belgium and partially in France.

In July 2011, he left Alstom to work with Headwayx Engenharia to support the deployment of the Panama underground, accumulating the technical and coordination functions, from January 2013.

From June 2013, he also started to act as Electronic Systems Coordinator in the contract: EMTU 014/2013 of the Consortium: PÓLUX-HEADWAY, together with EMTU, for the management of the supply of VLT systems in Santos.

In this supply assumed the responsibility for the management activities of the projects related to the Signalling Systems, Telecommunications System, Passenger Collection Control System and (SCAP), Semaphore Control System.

From September 2015 on, he assumed the direction of Headwayx Engineering, being responsible for all Headwayx Engineering projects.

Since October 2019 he has been responsible for the Underground and Railway Systems Business Unit at FUTURE ATP.