Projects

By title By date

High Speed Activities

Start: 1995-01-1

End: 2016-12-31

Project code: P000019

Project director: Marc GUIGON

Project manager: Marc GUIGON

High speed rail is a very complex system, comprised by state of the art of a lot of elements (track layout, civil works, bridges, tunnels, track, switches, stations situation and type, rolling stock from technical point of view, rolling stock from customer point of view, traffic forecasting, marketing, financing, juridical aspects, environment, communication programme, etc.).
High speed rail is a highly beneficial transport system for customers and Society, not applicable in the same conditions in every case. The conception of one of such system is not unique and it must be adapted to each case and each country.
High Speed is a key element for interurban passengers transport in the future due to capacity, respect to environment and safety.

IPAAB AUDIT

Start: 2005-01-1

End: 2016-12-31

Project code: P000013

Project director: Marc GUIGON

Project manager: Fabrizio SETTA

This project is establishes the process to audit the distribution systems and application of tariffs and accounts in international passenger traffic, including payment and clearing process

Main issues are :
> sample audits of the areas specified.

> prevention of abuses and errors

> better control over ticket stocks

> verification of the application of the recommendations and instructions

Administration of Passenger Commercial Issues

Start: 2005-01-1

End: 2016-12-31

Project code: P000009

Project director: Marc GUIGON

Project manager: Fabrizio SETTA

This project is needed to create and maintain framework conditions of mutual trust for the international tariff cooperation of railway undertakings.

This group also monitors the development of common international tariffs in international passenger traffic (formerly known as TCV, now: Special Conditions for International Carriage [SCIC] for non-integrated reservation tickets [NRT], rail pass integrated reservation tickets [IRT], rail pass tickets [RPT] and East-West traffic [EWT]).

All these projects are essential to enable members to cooperate so they can offer commercial services to travelers in an international context.

Administration of Passenger Technical Issues

Start: 2005-01-1

End: 2016-12-31

Project code: P000005

Project director: Marc GUIGON

Project manager: Fabrizio SETTA

This project is the framework to develop and safeguard TAP-related know-how and solutions within the railway sector:
• Technical implementation of commercial requirements (decisions taken by Commercial Group)
• Maintenance and development of IT applications needed for the interoperability of ticketing and reservation systems
• Representation of the Passenger Forum in TAP TSI-related working bodies
• Cooperation with the Commercial Group and the MERITS/PRIFIS group and validation of leaflets produced by other Forums.

All these implementations are essential to guarantee the harmonization of international standards that allow international travels.

MERITS PRIFIS

Start: 2000-01-1

End: 2016-12-31

Project code: P000004

Project director: Marc GUIGON

Project manager: Fabrizio SETTA

The key goal in this work is to maintain common database containing services and timetables of trains, busses and ferries for railway members (Europe, Russia, Turkey...). This database is weekly updated.

So each Railway Undertaking, member of Merits, can provide to the customers information about trains of the community, and provide information to third parties according to the Memorandum of Understanding.
.
Each member can also become an IT provider (on Internet, on APPs...).

Rolling Stock multimedia applications

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/592

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

The project is a relevant part of the general UIC-IEC (International Electrotechnical Committee) cooperation framework. The scope is to perform the joint (IEC/TC9 WG46 and UIC RSF - Rolling Stock Sector) deep analysis of the multimedia onboard rolling stock applications (namely Passenger Information System, Infotainment system, Passenger oriented services, etc…) in order to identify and define the possible operators’ interfaces and their industrial implementations.
The added value of the project is the availability of coherent, complete and accurate worldwide standards for onboard Rolling Stock Multimedia Applications. The harmonisation of the interfaces also push IEC to improve their standards more addressed to the design/industrialisation phase. In synthesis:
• Cost reduction deriving from unification and optimisation of development, testing, maintenance
• Increase of RAMS parameters for rolling stock passenger fleets
• Homologation and conformity assessment of the on-board functionalities according to the standards
• Implementation of the defined functionalities within the existing Train Bus
• Definition of the “not-safety related items” for the multimedia application
• Boost a reference interoperability of Rolling Stock sub-systems and its interfaces

Artificial Intelligence for Remote Monitoring

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/591

Project director: Marc ANTONI

Project manager: Francisco MARQUES NUNEZ

Improving the efficiency of the existing railways assets using the possibility of the new digital possibility, especially the IoT (internet of thinks) and Artificial Intelligence possibility
To reduce in a significative proportion the most important maintenance costs using the new possibilities possibly bring by the new digital technologies
To increase in a significative proportion the line capacity and/or facilitates the operation management using the new possibilities possibly bring by the new digital technologies
To preserve the high investments made in the past to equip line with expensive assets
All measures should be improving the functionalities of the existing assets to make their functioning cheaper and more effective

Improving the IMs and/or RUs assets monitoring by an top effective remote monitoring
The safe functioning of the infrastructures assets (near the track) induce generally cyclic preventive maintenance operations (on the site maintenance) to check their ability to fulfil their obligations. All measures should be taken to improve the availability of the assets and to reduce the maintenance operation need:
-  Improving the efficiency of the existing railways assets using the possibility of the new digital possibility, especially the IoT (internet of thinks) and Artificial Intelligence possibility
-  Improving the IMs and/or RUs assets monitoring by an effective remote monitoring / especially in the POCs 2016 domains: “Switches and Level crossing Remote monitoring with Pattern recognition”, “Insulated Joint real time insulation measurement”, “Closing delay regulation for automatic level crossing automats”, “Pseudo track circuit with train detection, positioning, speed estimation” …

Creating the condition of an effective predictive maintenance based on a real-time information of the maintenance and/or operation teams: the remote monitoring with a data storage of sensors signals and an artificial intelligence treatment of these signals c

RailTopoModel for Geographic Information Systems

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/590

Project director: Marc ANTONI

Project manager: Airy MAGNIEN

RailTopoModel for Simulation

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/589

Project director: Marc ANTONI

Project manager: Airy MAGNIEN

RailTopoModel extension for Building information modelling (BIM)

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/588

Project director: Marc ANTONI

Project manager: Airy MAGNIEN

Track Circuit Shunting Booster

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/583

Project director: Marc ANTONI

Project manager: Francisco MARQUES NUNEZ

Guaranteeing the absolute safe detection of any rolling stock by existing track circuits
Existing track circuits (TC) are used, in a large majority of countries, as the basis of safe train detection (and/or trackside to train transmission) for signalling safety systems (interlocking, level crossing, block system, etc.). This will continue to be the case for a significant number of years. All measures should be taken to make sure that they function perfectly safely in all situations, as late or non-detection leads directly to an unsafe situation.
Preserving the high investments made in the past to equip line and interlocking zones with track circuits
Existing track circuits are generally working well, with high safety and availability levels. Only a very small number of them (typically less than 0.1% of the TCs on non-electrified lines) present difficulties with modern rolling stock (bogie dynamic, disk or composite brakes, etc.) and/or difficult condition of use (leaves, traffic reduction on regional lines, etc.). All measures should be taken to improve the sensibility of these specific TCs, without modifying or retuning the existing track circuit (target: below €250 per TC).
Reducing TC monitoring and maintenance costs through effective remote monitoring
The safe functioning of TCs generally requires cyclic preventive maintenance operations (on-site maintenance) to check the detection capability of the TCs (safety, availability) at the possible extreme conditions of use (rail pollution, climate change effects, etc.). All measures should be taken to improve the availability of TCs and to reduce the need for maintenance operations.
Creating the conditions for effective predictive maintenance based on real-time information from maintenance and/or operation teams
Remote monitoring with data storage of receiver input signals and an artificial intelligence treatment of these signals create the required conditions for predictive maintenance. This treatment could a

REVERSIBLE SUBSTATIONS

Start: 2018-01-1

End: 2018-12-31

Project code: 2018/RSF/575

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

Determination of the technical requirements for reversible substations and identification of the kinds of railway lines suitable for the installation of the energy recovery systems. Identification of the technical requirements needed to install energy recovery modules on the previously selected substations, taking into account the power to be installed, the interaction with the existing power equipment, the integration mechanisms and the substation interlocks, commissioning process, maintenance requirements, etc. Development of technical processes to include energy recovery systems in railway substations.

Wheel: European Standard low maintenance for 25t traffic

Start: 2018-01-1

End: 2018-12-31

Project code: 2018/RSF/574

Project director: Marc ANTONI

Project manager: Sophie SERODON

Recent years have seen various measures being introduced to improve wheel maintenance in response to incidents in service. Developing a new harmonised wagon wheel and harmonised interface for axle would serve towards harmonisation and ensuring effective maintenance at a low cost.
Problem to solve:
• Standardised wheel design compatible with the UIC ESFA axle (final deliverable of the UIC project P406)
• Decrease maintenance and purchase cost for wheels
Added values:
• Spread of standardised wheel with consequent scale economy
• Harmonised procedures for maintenance

Long trains with distributed power

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/573

Project director: Marc ANTONI

Project manager: Sophie SERODON

Problem to solve:
• Implementation of freight cross-border traffic exploiting new technologies such as remote control
• Increase and optimisation of tonnage/length of freight trains
Added values:
• Additional development of the TrainDy software
• Follow-up, practical implementation and adaptation of the statistical methodology of the UIC421 project for remote controlled trains
• Validation of TrainDy results with tests carried out in the Shift2Rail project

Recommendations for the DEsign and use of MOnoblock concrete SLEEPERs

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/572

Project director: Marc ANTONI

Project manager: DAVID RESUSTA

Sleeper, together with the rail, is the most important component of track superstructure in ballasted track.
Their quality conditions have considerable influence on the overall superstructure quality. Moreover, track maintenance costs are affected by this element due to their higher number. For many years now, prestressed concrete sleepers have replaced the use sleepers in other materials (wooden or metallic). All the shapes of normal types of sleeper can be substituted with prestressed concrete.

Previous UIC activities have set up the fundamental basis for the design of prestressed monoblock concrete sleepers, which have served afterwards to produce a series of European standards in cooperation with the manufacturing industry.

However, there are still complementary topics to be covered or expanded, in terms of:
o latest state of the art
o design,
o current and expected speeds and loading cases
o other track gauges (apart from the standard one, 1435mm) and the influence in terms of charges applied and efforts
o recommendation for use and maintenance practices of concrete sleepers
o the interaction with other superstructure components, such as:
o the use of USP-Under Sleeper Pads,
o ballast and the design of sleepers to avoid the flying ballast phenomenon under higher speeds.
Additionally, these subjects should have a global application, even more extended than the EU space.

This project will contribute both to the “technical-economical asset management” and “improving the system utilization operating safety passenger and freight services and overcome infrastructure limitation to heavy and long trains” themes of the Rail System Forum Strategy, and fits with the maintenance optimization objective of the Rail Technical Strategy Europe. Likewise, it is complementary with the S2R Objectives to reach a safe, interoperable, reliable and cost-effective infrastructure.

Track stability and prevention of buckling

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/571

Project director: Marc ANTONI

Project manager: Harald SATTLER

The use of the CWR- “Continuous Welded Rail” Track has increased consistently worldwide thanks to its many advantage, over the conventional jointed rail track in terms of, for example, the reduction of maintenance costs or the increase of life cycle of track components.

Although the restriction of “free” movement of the CWR induces high thermal stresses (compressive forces) which, in combination with dynamic effects of the vehicles can affect the track stability and cause the buckling of the railroad track structure.

CWR track stability has been a subject in previous research activities and specific tools have been developed for evaluating the likelihood of track buckling. Nevertheless,
- The parameters and limit values affecting track stability are not described in detail,
- Difficulties are found in the use of the models developed, due to the unknown input parameters needed or because they are not opened to the potential users, the Infrastructure Managers,
- Monitoring techniques to ensure track stability are out of date,
- Related outcomes for maintenance practices (in track, S&Cs, bridges, tunnels…) are rarely defined,
- When safety assessment approaches are defined, at the end the IMs area left to fate; each IM must determine its own acceptable level of risk, which the consequent heterogeneity of criteria.

The project aims at analyzing the key parameters affecting the CWR track stability, harmonizing the monitoring techniques and defining their “allowable” range of values. The calculation method for the prevention of track buckling will be updated and specific guidelines and recommendations (including design and maintenance requirements) intended to ensure the track stability and prevent the buckling of the track will be drafted based on the current track components and maintenance practices.

Additionally, the project will contribute to the reduction of incidents (and the consequent maintenance cost saving) due to track buckling.

Composite brake block behaviour under winter conditions

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/RSF/570

Project director: Marc ANTONI

Project manager: Sophie SERODON

The use of composite brake blocks (CBB) is becoming common in railway vehicles. The EU is pressurising member states to replace cast iron blocks with composite ones. All new block-braked rolling stock will be fitted with composite brake blocks. This will provide a major advantage regarding noise reduction of railway traffic.
UIC, railway undertakings and brake block manufactures have investigated several properties of composite brake blocks. One investigated property is braking behaviour under winter conditions. A test procedure in UIC Leaflet 541-4 for winter braking properties was created between 2005 and 2010. It is defined for three test methods: line braking test, Vienna Arsenal climatic chamber (RTA) test and Becorit dynamometer test. The current test procedure is suitable for line operation at line speeds of 100 and 120 km/h.
Greater experience of composite brake blocks in use has shown that in some cases braking performance is significantly reduced under winter conditions. This is especially marked at lower speeds during shunting manoeuvres.
It is necessary to improve the current test procedure in order to ensure that composite brake blocks are safe for use in all weather conditions.
The main outcome of this project will be an updated test method for the winter braking properties of composite brake blocks in UIC Leaflet 541-4.

Long term development of railway stations

Start: 2018-01-1

End: 2021-12-31

Project code: 2018/PAS/593

Project director: Marc GUIGON

Project manager: Clément GAUTIER

Passenger Accessibility Solutions Support and Action Group for Europe II

Start: 2018-01-1

End: 2021-12-31

Project code: 2018/PAS/582

Project director: Marc GUIGON

Project manager: Vanessa PEREZ

The PASSAGE project brings UIC members together to address their obligations arising from Passenger Rights Regulations (EU Regulation 1371/2007 [PRR]). These cover the rights of People with Reduced Mobility (PRM), including Disabled People. Whilst the PASSAGE project has touched upon issues to do with age the predominant concern of PASSAGE has been to address the need to improve services for disabled passengers in the context of this legislation and new legislation requirements.

The PASSAGE objectives are:

• To create and safeguard professional exchange among the railways related to concrete measures aimed at improving accessibility for PRM
• To make transparent practical solutions how to response to a given problem in a most cost-effective manner and so to provide support for those members who are still at the very beginning of creating accessibility for PRM
• To address the interface between the requirements of legal stipulations and the practical management and delivery of rails services to older and disabled passengers
• To learn from practice other transport industries and evaluate the extent to which their solutions may be appropriate for Railway Undertakings
• To regard PRM as a target group of commercial interests

PASSAGE came into being because we recognised, as railway companies, that we had a common interest and a common purpose not only in fulfilling the legislation requirements but also in developing better practices and sharing these together in order to take better decisions and provide a better service to our customers.

In many EU member states, cross border traffic is very high e.g. Belgium, Luxembourg, Germany. In other member states, considerable investment has been made in improving rail access even if the amount of cross border traffic is relatively low e.g., Great Britain, Sweden.

Commuter and Regional Train Services II

Start: 2018-01-1

End: 2020-12-31

Project code: 2018/PAS/581

Project director: Marc GUIGON

Project manager: Vanessa PEREZ

There are several facts to take into account nowadays to explain why the exchange of best practices and the relationship with other actors (authorities, industry, etc.) is necessary in order to improve governance and consequently financing mechanisms and better services to communities:

- Mobility is increasing dramatically in urban and suburban areas
- Railway is an efficient tool to develop territory management
- Multimodality with other transport modes is a key issue for a sustainable development
- Intercity & HSR services need mass transport as complement to absorb and disseminate traffic in the best possible conditions.

Given the fact that 80% of railway passengers in the world are commuters, and most countries offer these systems as a public service, CRTS can be seen as a worldwide project that can help operators and infrastructure managers to provide a better service.

The purpose of CRTS is to obtain a continuous best-practice overview of operating passenger railways in regional and metropolitan areas, how to manage huge passenger flows and to satisfy customer expectations and how to manage cross-border services. Moreover, consideration shall be given to financing and investment practices as well as on different forms of relationships between service providers / transport undertakings on the one side and public authorities / client bodies on the other.

The members consider that the group should be enlarged and new subjects must be delved into in the future, in order to provide a better service.

Station Managers Global Group

Start: 2018-01-1

End: 2020-12-31

Project code: 2018/PAS/577

Project director: Marc GUIGON

Project manager: Clément GAUTIER

XBORDER quick wins

Start: 2018-01-1

End: 2018-12-31

Project code: 2018/FRE/587

Project director: Sandra GEHENOT

Project manager: Bernard SCHMITT

ECCO Phase 3

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/FRE/586

Project director: Sandra GEHENOT

Project manager: Sandra GEHENOT

WG Pallets

Start: 2018-01-1

End: 2020-12-31

Project code: 2018/FRE/585

Project director: Sandra GEHENOT

Project manager: Jozef FAZIK

Energy Efficiency Best Practice Workshops (Europe)

Start: 2018-01-1

End: 2020-12-31

Project code: 2018/ENV/569

Project director: Jerzy WISNIEWSKI

Project manager: Carole ESCOLAN ZENO

Energy efficiency has a huge potential for cost savings (for most railways a 1% improvement will normally save several million Euros per year) and also represents the most direct way to reduce CO2 emissions and to secure strong environmental performance in support of the UIC-CER Sustainability Strategy. In recent years many successfully concluded projects have delivered promising results for energy efficiency (Railenergy, CleanER-D, Energy consumption, Parked Trains, MERLIN, etc.) and other important ones are ongoing (e.g. Shift2Rail).

What is in many cases lacking is practical implementation and optimisation in the field. This project will develop best practices for energy efficiency through a series of workshops. These workshops bring together experts from Railway Undertakings, Infrastructure Managers and manufacturers to share experience, find solutions and overcome obstacles.

This project continues a series of very successful and well attended energy workshops over the past years. Very positive feedback has been received following previous events. Past workshop topics included: Standards and Guidelines for Energy Efficiency, Energy Recovery, Driver Advisory Systems and Automatic Train Operation, Energy Efficiency in Parked Trains and Refurbishment of Rolling Stock. Attendance is normally between 30 and 50 members plus key stakeholders.

Revision of UIC Leaflet 930

Start: 2018-01-1

End: 2019-12-31

Project code: 2018/ENV/568

Project director: Jerzy WISNIEWSKI

Project manager: Isabelle DE KEYZER

The current UIC 930 leaflet was published in 2009 and describes all roles related to the process of measurement, exchange, validation and billing of traction energy for cross-border traffic. The leaflet states that it would be adjusted to comply with ERA’s Technical Specifications for Interoperability (TSI) and CENELEC norms.

Two Commission Regulations approved in 2014 (no. 1301 and 1302) introduce new TSIs that refer to a CENELEC norm (EN 50463) and have a direct impact on the UIC 930 Leaflet, which therefore needs to be updated.

A Working Group has been formed in 2016 with the aim of converting the current UIC 930 Leaflet to a new IRS Standard, compatible with the new TSIs and with the CENELEC norm. The Working Group has been given the mandate to update the role model and improve the exchange of energy consumption data in cross-border international traffic.

This project is needed for compliance with European regulations and norms. As an added benefit, it will help Railway Undertakings and Infrastructure Managers to obtain improve the energy efficiency of train operations. The accurate exchange of energy consumption information will improve energy billing processes and every party will be invoiced only for the actual energy consumed, thus helping to clearly indicate the return on investment for energy-saving measures.

Noise Technical Advice

Start: 2018-01-1

End: 2021-12-31

Project code: 2018/ENV/567

Project director: Jerzy WISNIEWSKI

Project manager: Carole ESCOLAN ZENO

The European Commission is under significant political pressure to take action against railway noise. As a result of this DG MOV and DG ENV are currently developing both regulation/policy proposals to reduce noise emissions from the rail sector. Recent and ongoing developments include; growing interest in Noise Charges (NDTAC) (in force in NL, DE, CH, plus interest from AT, BE & CZ), DG MOV roadmap & staff working document, co-financing of retrofitting via the Connecting Europe Facility (CEF), REFIT of the Environmental Noise Directive, increasing interest in the regulation of railway vibration. These developments will have a significant impact on the sector, particularly for freight.
There are a number of other important developments by key stakeholders including; publication of guidance by the World Health Organisation and the risk of unilateral action by national governments (speed restrictions and bans / de-facto bans of noisy wagons).
The Commission is also developing the scope of major research programs (eg Shift2Rail). The research programs present an important opportunity for technical development of low noise rail transport.
It is important that UIC, as the sectors technical body, provides input to these developments. This is required minimise negative impacts (eg costs), ensure that the proposals are proportionate, promote effective noise management & support growth of the freight sector.

Exceptional and Over-Loads on Existing Infrastructures

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/547

Project director: Marc ANTONI

Project manager: Harald SATTLER

The Railway Infrastructure and, in particular, bridges and earthworks are subjected to ever-increasing loads they were often not designed for. These increased loads have several origins:
- A general trend towards heavier axle load to gain transport capacity.
- Exceptional consignments, which are common on the conventional infrastructure.
- Undesired and uncontrolled overloads, due to improper and excessive loadings of some wagons.
- Unbalanced and skew loading of wagons.
- Occurrence of dynamic impacts on the rail, due to unrounded or “flat” wheels.

Weight-in-motion monitoring through automatic wayside measurement devices shows that unexpected over-loads are far from insignificant. Altogether, these specific traffic conditions might repeatedly generate loading cases that significantly diverge from the loading model generally assumed and considered.

A review of the various existing regulations regarding exceptional loads on bridges and earthworks is needed, associated with an evaluation of how actual measured traffic conditions might impact the behavior and serviceability of some structures. It will help to point out the potential weaknesses and possibly revisit the practice of risk assessment and will provide some technical background to set up harmonized rules and requirements for the operational management of heavy and potentially damaging traffics over structures.

This project proposal is aligned with the Rail Technical Strategy Europe, as it aims to improve the system utilization and operating safety of passenger and freight services and overcome infrastructure limitation to heavy and long trains. Likewise it is complementary with the S2R Objectives in order to reach a safe, interoperable, reliable and cost-effective infrastructure.

Harmonised Methodology for Infrastructure Lifetime Assessment

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/546

Project director: Marc ANTONI

Project manager: DAVID RESUSTA

For the purposes of railway infrastructure asset management, the validity of techno-economic forecasts and studies on life cycle costs largely depends on the knowledge of deterioration processes of components or subsystems.

An appropriate modeling of the degradation of track component allows a deeper understanding of the factors governing their deterioration and provides the maintainer with essential tools to accurately predict the maintenance needs and costs and to optimize the maintenance policies accordingly.

UIC draws its strength from the information exchange capacity of its members and from sharing their experiences. However, while qualitative comparisons are simple and enlightening, quantitative data exchange often encounters differences in approach, references or methodologies.

The project aims at drawing up a harmonised methodology for formulating the ageing laws of track components, to come to a common understanding of the physical factors which determine these laws and to allow a more accurate prediction of maintenance needs.

This project will contribute to the “technical-economical asset management” theme of the Rail System Forum Strategy, and fits with the maintenance optimisation objective of the Rail Technical Strategy Europe.

This project paves the way for a future standardisation of modeling techniques of the deterioration processes of the railway system and components.

Direct Radio Link for Train Completeness Safety Check

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/545

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

ERTMS level 3 is becoming an increasingly interesting solution for introducing ERTMS at minimal cost (regional lines) or at highest performance (crowded/urban lines with moving block). An essential safety function required by L3 is the safe check of Train Completeness (also improperly called Train Integrity) to be carried out onboard. The only credible technical solution to support the function in the absence of a cabled connection as in the freight wagons is via a smart, wireless solution. The worldwide railway standard radio system GSM-R is not suitable for supporting such function because of its functional limitations; a new solution is needed.

The project is fully in line with European strategy “Challenge 2050”, ERA long-term vision on ERTMS development where L3 is considered one of the “game changers”, as well as with Rail Technical Strategy Europe (RTSE).

There are no similar initiatives already ongoing.

Impact of the digitalisation on the modern Traffic Operation possibilities (linked to “Traffic manag

Start: 2017-01-1

End: 2019-12-31

Project code: 2017/RSF/544

Project director: Marc ANTONI

Project manager: Téodor GRADINARIU

To introduce new goals and targets.

Operation methods are at the heart of UIC’s vision for all Infrastructure Managers and Railway Undertakings. UIC has a number of operation-related leaflets still in force, which need to be maintained and updated. Leaflets in the process of being converted into International Railway Standards (IRS) are valid globally and not just for Europe

Apart from that, we discussed a specific operational problem which is causing the Railway Undertakings a lot of trouble, i. e. the cross-border planning and coordination of major repair and maintenance works of the various European infrastructure managers, traffic management, capacity calculation and capacity assessment. Railways need to improve capacity on their existing infrastructure. Efforts have been made to reduce the headway between trains by acting on the block system; however this only has impact on a full line. Experience shows that the block system is only one link in the chain of capacity. Hence on some HS lines equipped with an ETCS Level 2 block system, the operational capacity is lowest, while the theoretical capacity should be highest.

Hence, there are possibilities other than block systems which can contribute to operational capacity on a line optimising the traffic in nodes, managing the existing interlocking better, and making better use of their functionalities. There is a way to optimise operating modes, topology and infrastructure performance with regard to the desired quality and performance. Progress in technology, especially in digitalisation, opens new potentials (as well as new risks) which railways need to integrate rapidly.

SATLOC+ (follow up of SATLOC) system safety demonstration on the basis of the formal functional mode

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/543

Project director: Marc ANTONI

Project manager: Téodor GRADINARIU

Equipping regional lines with ERTMS at low cost is a big challenge for many European countries. The formalization of the ETCS Functional Specification (SRS, Subset026, etc.) using semantically and syntactically strong language facilitates immediate verification. Delivery of an ETCS System Demonstrator for ETCS reference OBU on common PC Hardware to demonstrate and prove the CR´s introduced by the rail sector to the ERA.

How to equip a line with an ETCS3 satellite-based solution for an investment reduction of one half of the normal investment cost and a reduction of more than one half of the maintenance cost (possible to be made in-house)

How to improve the overall safety at level crossings using new technologies and operating modes to m

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/542

Project director: Marc ANTONI

Project manager: Francisco MARQUES NUNEZ

Over the past few years, one person is killed and just less than one seriously injured every day on level crossings. Therefore our project aims to improve safety and minimize risk by developing a fully-integrated cross-modal (rail & road) set of innovative solutions (new digital technologies) and tools for the proactive management and design of level-crossing infrastructure.

The consequences of failure or accident at level crossings in terms of train delays, traffic reduction and/or cancelled trains have a huge impact on customers (freight or passengers).

Direct electropneumatic brake

Start: 2017-01-1

End: 2018-06-30

Project code: 2017/RSF/537

Project director: Marc ANTONI

Project manager: Sophie SERODON

Direct electro-pneumatic braking systems are currently widely applied, not only on mainline vehicles but also on mass transit rolling stock. However, there is still no UIC, EN or ISO specification for this kind of brake. This project proposal aims to define functional requirements and interfaces for towing.

Modern railways use two types of compressed air braking systems. One is the indirect braking system; the other is the direct electro-pneumatic braking system.

The indirect system can be further divided into the pure pneumatic system and the EP system (see UIC 541-5) depending on the technology used to transmit brake commands (brake pipe and/or electric hard wire).

Various standards and leaflets, such as UIC, AAR and TB (Chinese national railway standard), exist for the indirect system. However, no specific international standard or leaflet yet exists for the direct EP brake system. We are unable to find any specific standard or leaflet telling suppliers how to design a direct EP brake system, solve the problem of compatibility with rolling stock, ensure the safety of rolling stock using the direct EP brake system, deal with the interface between this braking system and other systems, such as the traction system, ATP, TCMS etc., or how to implement the brake test indicating the status of a train’s braking system before it is placed in everyday service, etc.

Statistics show that, world-wide, direct EP braking systems are used on almost half of trains running at speeds over 200km/h, and on more than 80% of those urban transport services using air brakes.

We should address all the technical problems described above and, given the extent of its current use, request that we study the necessity of including the direct EP braking system within the UIC framework.

The main outcome of this project will be the creation of a direct EP brake leaflet, which can be considered as the key point of reference for this kind of braking technology application.

Rolling Stock on board applications (traction-braking management) and commissioning

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/536

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

This project is a relevant part of the general UIC-IEC (International Electrotechnical Committee) cooperation framework. The scope is to perform the joint (IEC/TC9 WG43 andWG46 and UIC RSF - Rolling Stock Sector) detailed analysis and completion of the standards related to the main on-board rolling stock applications related to traction. Concretely, it is necessary to identify and revise or define the interfaces between the UIC and IEC standards (see the input documents), harmonise them, detect the numerous open points, propose the needed change requests and provide traceable conditions for Traction, Remote Control, Braking and (tele)Diagnostics of vehicles and trainsets.

UIC-IEC Overhead Contact Line life cycle harmonization

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/RSF/533

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

The project is a relevant part of the general UIC-IEC (International Electrotechnical Committee) cooperation framework. The scope is to perform the joint (UIC Energy Management Sector and IEC TC9) deep analysis of the Overhead Contact Line UIC and IEC standards (see input documents) in order to identify and define the interfaces between the two families of standards, harmonise them, detect the numerous open points, propose the needed change requests and provide traceable conditions for their application.

Digital Observatory & New Projects Platform

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/PAS/553

Project director: Marc GUIGON

Project manager: Marc GUIGON

The international activity of European Railways concerning Commercial, Marketing and Distribution issues for Passengers transport has been traditionally very clear defined and very active. For both, commercialisation of international rail services or cross commercialisation of train services provided by the other operators, the UIC Commission, Platform and Forum (successive names for a same activity) has defined the main principles, the procedures, control, formats, etc.

But since a certain time, the commercial approach for Passengers rail services has dramatically changed, due to several reasons: the change in the commercial cultures, the competition with alternative transport modes, aviation, private cars and buses, the big reduction of night trains and consequently reduction of commercial competitive distances (i.e. it’s no longer logic the emission of a rail ticket to travel form Lisbon to Warsaw), etc. And this change has specially affected to operators due to the incorporation of the new technologies, giving the possibility of dematerialisation of the concept of “ticket”, the incorporation of flexible fares, the establishment of different modes of payment, the competition in the information ad purchase functions, etc.

All these elements make the role of the UIC Passengers activity quite different from the precedent years. And this fact should continue to become a greater problem as soon as new problems and challenges will appear. So far, when a new initiative was raised up, it could be send to several specific working groups (IRT, NRT, EWT) to be developed. From now, it is possible that no one of these working groups should be adapted to make face to a new challenge or to solve certain new type of problems.
Consequently, a new flexible platform should be implemented in order to, at least, be able to commercially analyse new ideas or problems raised by members, without worrying about if it matches or not with the existing workgroups.

Tourism Potential of Railway Services 2

Start: 2017-01-1

End: 2019-12-31

Project code: 2017/PAS/529

Project director: Marc GUIGON

Project manager: Vanessa PEREZ

Railway activity and tourism are contemporary. The 19th century saw the birth of these two activities that have always been linked. Mobility and tourism are two practically inseparable terms.
Tourist trains are attractive products that have much to contribute to the implementation of key concepts for current economies such as sustainable development, decentralization, diversification or management of tourist flows. Tourist trains allow the creation of added value at economic and social level through optimization of existing resources.
However, tourist trains tend to be isolated projects with few connections with each other, which is the reason why there are opportunities to develop in relation to networking and finding synergies.
In the context of steadily growing international tourism, the purpose of TOPRAIL2 is to reduce the lack of visibility of railway tourism products and to encourage train and tourism opportunities by collaboration between stakeholders.
Railway tourism projects cover different dimensions:
-  Development factor: the railway has always been closely linked to the regions and their development.
-  Focus of social cohesion: they are attractive products for all types of customers (young people, adults whether working or retired, families, railway enthusiasts, people who are discovering railways, domestic and international tourists)
-  Pedagogical and heritage dimension: in many cases these projects allow to increase knowledge of the railroad and its history, linked with economic and industrial development.

The benefits of this project would be:
-  Promotion of UIC members’ products both among themselves and towards the general public
-  Dissemination of best practices and the assessment of their potential portability
-  Stimulation of regional development as a result of collaboration and promotion activities
-  Use of existing infrastructure to the full of their potential
-  Improvement of railways’ global image.

e- WAG

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/FRE/549

Project director: Sandra GEHENOT

Project manager: Patrick MANTELL

Various initiatives and projects are running including some developments on upgrading of wagon connection.
The CEO Task Force UIC/CER has summarized some use cases for an intelligent wagon.
To ensure a real and necessary interoperability of trains, a standard on communication between wagons, wagons and locomotive is needed.

eRail Freight Intermodal – Phase 2

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/FRE/548

Project director: Sandra GEHENOT

Project manager: Patrick MANTELL

Follow up of the e-Rail Freight project. This second phase arises from the need to adapt to the changing legal environment related to:
• Dangerous Goods
• Compliance with TAF Location Format
• Union Customs Code Data and processes
• Compatibility with subsequent carriers

SFERA: Smart communications for efficient rail activities

Start: 2017-01-1

End: 2019-12-31

Project code: 2017/ENV/528

Project director: Jerzy WISNIEWSKI

Project manager: Carole ESCOLAN ZENO

Standardization DAS (Driving Advisory Systems) languages is required for broader implementation, reduced costs and facilitating exchange of data for Traffic Management Systems.

Current energy costs for EU railways total about 6,000 million Euros per year. Average savings are 5% to 10% for simple DAS solutions, between 8% and 12% for connected DAS to TMS (Traffic Management Systems) (c-DAS) rising to >10% for level 3 solutions (manage conflicts, harmonize traffic flow, integration of energy efficiency into system-wide train schedules).

Current implementation in the European Railway Sector very low (1-3%), the remaining potential market still to be exploited is very high.
This project is required to help the sector reach key energy & carbon targets of the UIC-CER Sustainable Mobility Strategy. The project will focus on implementation of the conclusions from previous EU funded projects including MERLIN, RailEnergy and ON-TIME.

The project is needed in order to be able to reduce operating costs, reach the energy efficiency and CO2 emission commitments of UIC members, keep the competitive advantage compared to other main major modes of transport and help the EU achieve its legal commitment to reduce carbon emissions.

To achieve these objectives, railway sector needs to keep improving, implementing the latest technologies and developing standards to manage interfaces related to energy, including smart grids, innovative power supply infrastructure, smart energy procurement, energy consumption monitoring systems, timetable optimization, regeneration of energy and ecodriving.

Vegetation Control and Use of Herbicides

Start: 2017-01-1

End: 2018-12-31

Project code: 2017/ENV/527

Project director: Jerzy WISNIEWSKI

Project manager: Carole ESCOLAN ZENO

Chemical weed control is the most effective and cost-efficient maintenance measure to secure a weed-free infrastructure, as this is required to guarantee a minimum level of safety.
However regulatory pressure against usage of herbicides is constantly growing and there is a high risk of incumbent legislation. The World Health Organization (WHO) declared in March 2015 that one commonly-used herbicide “probably” causes cancer, following which there has been a significant increase in pressure from the public and regulators to prohibit its use. Further restrictions in the use of herbicides will substantially increase rail sector costs and may pose more serious problems for applications where there is no alternative technical solution.
Infrastructure Managers, chemical suppliers, regulatory bodies and other key stakeholders have to work together for a common understanding of the environmental impacts of herbicides and of the risks they present, and develop accepted management practices and alternative cost-effective solutions. A spectrum of different kind of alternative methods will be provided.

Design, definition and localisation of a "Trackcircuit" for detection of broken rails without detect

Start: 2016-01-1

End: 2018-12-31

Project code: 2016/RSF/502

Project director: Marc ANTONI

Project manager: DAVID RESUSTA

Today on the lines equipped with axle counters or manual block sections, ETCS Level 2 and in the future, on the lines equipped on Level 3, ETCS (L3), on the sections without, physical track circuits, broken rail detection need to be reconsidered.

To compensate for the absence of broken rail detection by the classical signalling systems, which is necessary to preserve the same safety level, to increase significantly the track maintenance needs (a higher grinding frequency, more rail replacements and shorter rail replacement period, less track possession times for maintenance...).

The project aims to define and demonstrate a new concept of low cost solution, able to be added to the existing lines how solve the permanent broken rail detection.

Rules for the consist and braking of international freight trains

Start: 2016-01-1

End: 2018-12-31

Project code: 2016/RSF/496

Project director: Marc ANTONI

Project manager: Sophie SERODON

Problem to solve:
• Improvement and harmonisation of cross-border traffic for more profitable freight business.
• Valorization of the TRAINDY software for the calculations and the validation of the extended freight train configurations.

Benefits:
• Accessibility to standardised Freight train configurations for international traffic.
• Unique reference document availability usable for the authorisation procedure.
• Reduction of time in the border crossing and simplification/unification of the necessary custom documentation
• Extension of the use of the TRAINDY software to the optimisation of train composition

Formalization of Interfaces Functional Specifications

Start: 2015-01-1

End: 2018-12-31

Project code: 2015/RSF/432

Project director: Marc ANTONI

Project manager: Sophie SERODON

The harmonised use of the interlocking systems into the ETCS applications needs the complete, precise and safety-testable functional specification of the interfaces of all applicable interlocking systems to the Radio Block Centre. Specification is currently only available for rare electronic interlocking, only for the "static" functions and not for the dynamic interlocking functional sequences. Important progress and significant added value in terms of: 1) Extension of the applicability area of the ETCS with real and non electronic interlocking with important benefits for the railways and for the roll-out of ETCS, 2) The stability, non-interpretation and formal safety approval of complete spécifications with important added value on cost reduction and re-use of IXL ressources, 3) The safety validation of static and sequential (dynamic) IXL requirements based on instantiated models and exhaustive computer testing using the functional postulates and safety invariants, with the crucial benefit of avoidance of any incipient design failures contrary to safety and shortage of the time and money for application validation

PRIFIS

Start: 2017-01-1

End: 2017-12-31

Project code: 2010/PAS/552

Project director: Marc GUIGON

Project manager: Fabrizio SETTA

The key goal in this work is to maintain common databases containing prices and NRT tariffs for the railway members
These databases are yearly updated.
So each Railway Undertaking, member of Prifis, can download data in order to sell NRT tickets of other PRIFIS members (at station, on Internet, on APP)

Requirement DataBase EUTREQ

Start: 2008-05-1

End: 2016-12-31

Project code: P000239

Project director: Simon FLETCHER

Project manager: Célia LEVY

EUTREQ is a process set up to manage performances, basic functionalities and requirements of the railway system in a highly structured framework and allowing their organisation into railway standards. The information contained into EUTREQ represents thus the standards related know-how of the railway sector. A simple but highly interfaced data base is the operative tool of EUTREQ. Basic quality and certification procedures to access, maintain and update the Data Bank are implemented. The requirements database supports the preparation of consistent requirements, enable tracing, interface management and increase of the efficiency of the related railway processes. EUTREQ provides available requirements including their sources for the selected functions. It is possible also to provide missing functional requirements from published specifications and to specify new ones, preferably by requesting changes or adding by additional elements. System or product requirements can also be introduced, thus making possible the exploitation of the system by different stakeholders.

Works of Programme Managers and SETs

Start: 2009-01-1

End: 2016-12-31

Project code: P000238

Project director: Marc ANTONI

Project manager: Sophie SERODON

Benefits for the members are on:
• the production of International Railway Standards (IRS) and sector standards (UIC leaflets)
• the development of the inputs for the mandatory regulations
• the development and exchange of inputs for regional standards
• the cooperation with the other standardisation organisations for the preparation of coordinated standard provision
• the development of research activities
Rail Operator Community can now influence these key areas from a position of fully informed and coordinated strength.
A greater level of structured technical contribution is thus provided.
The technical resources are oriented to set out and defend the operators technical positions even toward the correspondent technical structures set up by manufacturers.

RailTopoModel (ERIM)

Start: 2008-01-1

End: 2016-12-31

Project code: P000199

Project director: Marc ANTONI

Project manager: Airy MAGNIEN

Rail infrastructure data is as much an important source of knwoledge as it is a cost driver. Infrastructure data are used for a variety of purposes, linked with operations (technical compatibility with vehicles), territorial development (see INSPIRE Directive), rail operating companies purchases and asset management, regulatory needs (see RINF Decision, or SERA Directive 2012/34), etc. In the past, the different information needs led to setting up different ad hoc data set that were fit for purpose but mutually incompatible and often inconsistent.

The purpose of the ERIM activity, in 2014-2015, was to define a single infrastructure data model (called Rail Topo Model). Its key features are accurate topological representation (correct location and distance information, unequivocal possibility to run from A to B), and scalability (e.g. corridor / line / track / trackside component views, according to purpose). Obviously, the added value is the reduction of data repositories, and the ensured consistency of data.

In 2016, we will further extend the model with 1) signalling and interlocking concepts, 2) accessibility concepts (in the sense of accessibility to people with reduced mobility), opening the door to facilitated intermodal data exchange ; 3) integrating economic concepts into the model (costs, lifetime, wear & tear rules).

SECURITY PLATFORM

Start: 2007-01-1

End: 2016-12-31

Project code: P000147

Project director: Jerzy WISNIEWSKI

Project manager: Jacques COLLIARD

Railway security deals with the protection of persons, information, goods and infrastructure from all forms of threat, from malicious acts to terrorist attacks, for the purpose of improving service quality and developing transport. Railway security is an increasingly important issue in Europe,it s a common responsibility to meet the demands of customers and staff. In addition to the security of traffic, security now forms an integral part of customers’ demands (passenger and freight) and the working environment of staff. It s a shared responsibility with national authorities and alongside law enforcement authorities (police forces, border guards, etc.), railway companies together with their security service providers play a specific and recognised role.

In this context the security platform will benefit to UIC members by
• Raising awareness in the railway sector of this increasingly important issue;
• Developing networks of experts;
• Sharing experience among UIC members to identify the best solutions and adapt them to each specific situation;
• Ensuring coherence between different security policies to help the development of international traffic;
• Elaborating recommendations regarding technologies, human factors and organisation;
• Developing responses from across the rail sector vis-à-vis and in partnership with European and other international institutions;
• Running research projects of interest to UIC security experts or representing rail sector in research projects;

TRAINING CENTRE NETWORKS

Start: 2007-01-1

End: 2016-12-31

Project code: P000103

Project director: Jerzy WISNIEWSKI

Project manager: Nathalie AMIRAULT

The Railway companies are confronted with important challenges in the future years (e.g. market changes, technological innovations, legal issues, ageing population, social changes,...). These challenges also affect the competencies and skills of railway staff. Therefore, the European training providers have the task to provide services that enable the railway companies to keep step with these challenges by meeting the current and future training needs of more than 900.000 European employees.

SAFETY PLATEFORM

Start: 2007-01-1

End: 2016-12-31

Project code: P000095

Project director: Jerzy WISNIEWSKI

Project manager: Bernard PENNERS

To take account of the issues relevant to Safety Management on the rail system to support the improvement and to manage efficiently the core risks.
To execute studies and activities based on the core principles of Policy, People, Process and Performance .

EES Platform Activitie

Start: 2008-01-1

End: 2016-12-31

Project code: P000089

Project director: Jerzy WISNIEWSKI

Project manager: Carole ESCOLAN ZENO

The environmental and sustainability leadership of the rail sector represent major arguments for greater investment and rail friendly policy. It is also important to demonstrate continuing progress and self regulation in order to reduce the risk of in appropriate regulation. These arguments are given credibility through the UIC-CER Sustainable Mobility Strategy 2030 and beyond . This project supports development of, and reporting against the strategy. It also fosters cost effective technical development of the sector through expert networks. The technical development and communication is co-ordinate with and designed to support CER & EIM where possible.

GSM-R

Start: 2010-01-1

End: 2016-12-31

Project code: P000070

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

The project s objective is to monitor new and ongoing GSM-R implementations, gathering information from systems in operation about inconsistencies and upcoming requests for improvement and new features (so calle "Implementation Reports"). The project aims also to mantain the basic techncal specifications of the GSM-R system, in line with the UIC strategy of technical support for building up and strengthening the interoperability in Europe.

The most important added value is to mantain an overall and global control on the development of GSM-R, in order to guarantee the interoperability (notably for Europe)

ERTMS Platform services

Start: 2010-01-1

End: 2016-12-31

Project code: P000067

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

UIC is active within the ERTMS/ETCS development and evolution. At the European level other organisations such as the ERTMS Users Group, UNIFE, UNISIG, ERA, CER and EIM are cooperating. UIC assures the coordination and chairmanship of the CCS&Tlc Support Group set up under the CER.
The main reasons of the project are:
- To contribute in collaboration with the CER-CCS S.G. to coordinate technical debates and the priority items established by ERA-ERTMS Control Group;
- To periodically inform the UIC railways about the status of the activities carried out by CER-CCS SG, ERA-ERTMS Control Group and ERA-CCS Working Party
- To identify the actions and items which may be important and are not in the vision of these groups and take initiatives to launch new UIC projects or new collaboration of UIC in existing projects of other stakeholders.
Correlated benefits of such exchange of information are the avoidance of duplication, the coherence and efficiency of the common work in ERTMS development, also outside Europe where ERA doesn t have jurisdiction.

7th R&D Framework Programme/Horizon 2020

Start: 2008-01-1

End: 2016-12-31

Project code: P000062

Project director: Jerzy WISNIEWSKI

Project manager: Dennis SCHUT

We need this permanent activity to support all the European as well as some of the interested non-European members to get involved in the projects called for and funded by the European Commission as part of the 7 year Horizon 2020 programme - starting 1 January 2014. The Horizon 2020 Programme consists of a number of different research & funding programs such as "Transport", "Safety & Security", "Information & Communication Society", "Materials" and others - many of which are relevant to rail transport - with a total budget of 7.7 Billion Euros available for funding. Approximately 400 Million Euros of this budget have been added to private money to set up a Joint Undertaking/PPP initiative specifically for rail research called "Shift2Rail" which now has a total budget of nearly 1 Billion Euros.
The P000062 project budget is used to support the coordination of the members towards setting the research priorities - based on the "Challenge 2050" and "Rail Technical Strategy Europe" UIC documents, to support the members in the participation in the annual Calls and the preparation of the proposals for the projects. Also to support the UIC Research & Innovation Coordination Group (RCIG) and its tasks, one of them is the coordination of the input towards ERRAC - the European Rail Research Advisory Council to the European Commission, bringing forward the UIC members research priorities and funding needs and influencing the programming of the Calls and their content of the European Commissions H2020 and Shift2Rail. Many members wish to see the same sort support as the UNIFE offers to their members in preparation of new EU funded projects.
The added value is that the UIC members can influence the programming of the content of the EC s call and funding and can participate in the EC funded project much easier and are being well informed and support during this whole process and H2020 programme. Participating in EU funded rail research projects means a huge value for money increase compared to carrying out needed research by each UIC member individually, especially now that in H2020 much of the Rail research projects are being funded at a 100% rate!

Lasting Infrastructure Benchmarking

Start: 2005-01-1

End: 2016-12-31

Project code: P000041

Project director: Marc ANTONI

Project manager: Téodor GRADINARIU

The LICB database which gathers information on lasting infrastructure costs (maintenance and renewal) in an integrated life cycle for benchmarking purposes.
15 europeean countries and 4 CEE.
More than 15 years data colection.

Other Freight Activities

Start: 2005-01-1

End: 2016-12-31

Project code: P000024

Project director: Sandra GEHENOT

Project manager: Beatrix PERROT

This budget serves to finance the running of the Freight Forum sections, with the exception of the Combined Transport Group, Raildata and the Wagon User Group which have their own specific budget.
,

Exchange of Railway Vehicules phase 2

Start: 2005-01-1

End: 2016-12-31

Project code: P000023

Project director: Sandra GEHENOT

Project manager: Dirk OELSCHLAEGER

Support the evolution of the exchange of wagons, related to the General Contract of Use (GCU).
Provide an efficient framework for the exchange of wagon between the members.
Draft and maintain the loading guidelines for wagons.

Technical advice and assessment of European Railway noise policy and research

Start: 2014-01-1

End: 2016-12-31

Project code: P000392

Project director: Jerzy WISNIEWSKI

Project manager: Nicholas CRAVEN

The European Commission is under significant political pressure to take action against railway noise. As a result of this DG MOV and DG ENV are currently developing both regulation/policy proposals to reduce noise emissions from the rail sector. The legislative proposals are likely to have a significant impact on the sector, particularly for freight.
The Commission is also developing the scope of major research programs (eg Shift2Rail). The research programs present an important opportunity for technical development of low noise rail transport.
It is important that UIC, as the sectors technical body, provides input to these developments. This is required minimise negative impacts (eg costs), ensure that the proposals are proportionate, promote effective noise management & support growth of the freight sector.

Harmonization of track quality description and assessment

Start: 2014-01-1

End: 2016-12-31

Project code: P000384

Project director: Marc ANTONI

Project manager: Laurent SCHMITT

EN 14363:2016 allows to perform complemented simulations for the acceptance of railway vehicles. Track geometry is an important input parameter and the requirements regarding track geometry data depend on the envisaged speed.
Track recording cars are used for maintenance purposes only. No track geometry measurement system in Europe is currently able to meet the demanding requirements for simulations. Therefore, costly, time-consuming and capacity-consuming track geometry recordings have to be carried out specifically for simulation purposes, to fulfill these particular needs.
Opportunities for an extension of the scope and an harmonisation of not only track recordings are investigated, but other on-board measurement systems in order to allow high output recording cars to collect the requested geometry data and other practical measurements on track condition both for maintenance and for simulation purposes. Considering the more and more frequent use of simulation, especially for virtual homologation (still partial) of vehicles, high benefits in term of time, cost and capacity savings are expected, as well as a higher level of reliability of the simulation works.

Tourism potential of railway services

Start: 2012-01-1

End: 2016-12-31

Project code: P000345

Project director: Ignacio BARRON DE ANGOITI

Project manager: Marc GUIGON

The purpose of TOPRAIL is to explore the potential of railway services for tourism development and to seek for partnerships
between railways, other transport undertakings (e.g. ferry operators) and local tourism industry as well as public authorities, if
applicable. The strategy consists in making known best practice and to assess their portability to other cases.

The tourism industry is linked to railway by all means so UIC has to work on this aspect of the railway. A train
– can be a tourism product as such (“cruise train”) without a primary focus on transport (e.g. Orient Express, The Ghan);
– is regarded as a convenient means of direct transportation to a holiday destination (e.g. night and car-sleeper trains);
– is a regular transport product, but can offer a special travel experience (e.g. Qinghai Tibet train, American trans-continental);
– provides local mobility at a tourist destination connected to mainline rail (e.g. Usedom Island Railway).
All these types of trains may promote a positive image both for rail transport and the region.

Benefits: Initiation of business relations among UIC members related to specific products; business opportunities; raising awareness at third parties (tourism industry, decision-makers).

Railway Telecom Panel of Experts

Start: 2009-01-1

End: 2016-12-31

Project code: P000262

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

The project is in line with the UIC strategy of building up and strengthening the telecom sector s general knowledge.
There is a strong need to guarantee for the telecommunication technology the preservation of domain knowledge while being open to creation and interfacing of new concepts. The rapid evolution in this domain necessitates a continuous survey and update to enable railways to use the Tlc system as effectively and efficiently as possible.

UIC Control App

Start: 2016-01-1

End: 2016-12-31

Project code: 2016/PAS/518

Project director: Ignacio BARRON DE ANGOITI

Project manager: Luis CASADO

The UIC Control barcode reader App is designed to control any UIC Ticket Barcode on Android mobile device (smartphone or tablets).
The benefits are:
• The control App is a Proof of Concept for part of UIC URT specifications and for UIC TAG barcodes definitions.
• UIC headquarters could promote its standards and “know how” in conferences and seminars in a tangible style.
• UIC Ticketing groups could verify the theoretical propositions and to check barcodes created by RU’s.
• UIC Railway companies would be free to reuse the code in their own specific software for their own control devices.

The App should read as well the existing UIC 918-2v3 barcodes as the new, to be developed, variable size, variable content, structured data based AZTEC barcodes. There could be the possibility to read UIC 918-3 DST AZTEC barcodes and the UIC PDF 417, giving the possibility to read all 2D railway barcodes used in UIC context. The app should also integrate the UIC Railways Barcodes Public Keys XML file stored on the UIC PKMW application.

URT - PRISM (Passenger Railway International Security-based Mobile app)

Start: 2016-01-1

End: 2016-12-31

Project code: 2016/PAS/517

Project director: Ignacio BARRON DE ANGOITI

Project manager: Luis CASADO

When the URT project is completed in September this year it will have developed some specifications relating to modern forms of ticketing and fulfilment. There is still work to do to complete these specifications and this will be done in the TAG group, within the UIC Technical Group (TG).
These eventual specifications extend our existing UIC work to include airline-style dematerialised tickets (security in system) and to enhance the barcode specifications used by most railways. They also include messaging required, for example, to share information collected when tickets are read.
Writing specifications in committee is an essential starting point, but deployment and use is needed to make them valuable. Within the URT project, a proposed test and deployment project has been defined to transform the specifications from their current state to something that can be used by IIC members with confidence.
Specifications support commercial and operational business processes. As regards fulfilment, important business concepts include fraud control, after-sales activity, management information and disruption management. These concepts require service descriptions that set out the way that the parties involved in fulfilment and ticket control – ticket vendors, rail service operators, station managers – all work together. A pilot project is needed to develop these service descriptions and test them in real life conditions.
The subject itself is of comparatively low risk, other than the usual difficulties faced by specification development. It builds on existing commercial developments and as it does not require wholesale system replacement, it can lead to a major improvement in customer convenience in a manner that is cost-effective for railways to provide. It will reinforce the role of UIC as supplier of technical specifications to the rail sector.

Acoustic control for new composite blocks

Start: 2016-01-1

End: 2016-12-31

Project code: 2016/ENV/506

Project director: Jerzy WISNIEWSKI

Project manager: Nicholas CRAVEN

This project will protect the sectors reputation and credibility for noise management by resolving a weak point in the noise TSI and Implementing regulation 2015/429. The current noise TSI states that once an existing freight wagon has been retrofitted with composite brake blocks then the wagon is assumed to be compliant (ie silent), no actual noise measurements are required. This approach was accepted by ERA, on the recommendation of the rail sector, because it removes the cost of noise tests (an important barrier) and therefore promotes the rapid development of a silent wagon fleet. Currently there is no control of the noise performance for new composite brake blocks (in UIC leaflet 541-4 or any other relevant document). Whilst all currently homologated composite blocks are low noise, there is a risk that some of the new composite blocks in development will give rise to high noise levels. The existing regulatory framework is not able to prevent the use of any such new noisy composite block. Should a wagon be retrofitted with a new noisy composite block, this wagon would be assumed compliant with the TSI and benefit from track access noise bonuses as defined in Implementing regulation 2015/429 Article 2 concerning NDTAC. If this were to happen it would seriously damage the sectors credibility and undermine the strategy for reducing freight noise in Europe. By validating a method for testing the noise performance of new composite blocks this project will remove the risk of new noisy brake blocks.

RIC

Start: 2015-01-1

End: 2017-03-31

Project code: 2015/PAS/447

Project director: Ignacio BARRON DE ANGOITI

Project manager: Jozef FAZIK

Upgrading and Updating the UIC Standard 413

Start: 2015-01-1

End: 2016-12-31

Project code: 2015/PAS/430

Project director: Ignacio BARRON DE ANGOITI

Project manager: Marc GUIGON

The proposed project will be as follows over the two next years:
• Revision of the International Railway Standard 413 which concerns the signage and the information for the clients in the stations including new information technologiy intended for worldwide guidance. Some standards can be proposed, taking into account the current supports.
Revision sought is not just an update, (first edition 1960, last revision 2008), but is considering a new approach, involving not only signing at trains or stations, but including new information technologies to satisfy Customer needs, and new technical and scientific approaches intended for worldwide guidance. Specific objectives for the new standard are:
• To include new technology, recognising that printed elements are declining
• To preserve classic signage & wayfinding items
• To be open to discussion & participation from different sectors / regions
• To be flexible for accommodating diverse present rail networks status
• To include UIC default signage libraries or new technologies applications

Capacity4Rail

Start: 2013-10-1

End: 2017-09-30

Project code: P000377

Project director: Marc ANTONI

Project manager: Alvaro ANDRÉS ALGUACIL

To face the future challenge of increasing traffic and make the railway system more attractive and competitive, a step change will be needed to guarantee an adaptable system, offering a high operational capacity with high reliability and resilience to hazards.
This step change will only be achieved through a global and combined optimization of the infrastructure, of the operation and of the vehicle performances.

CAPACITY4RAIL aims at paving the way for the future railway system, delivering coherent, demonstrated, innovative and sustainable solutions for track design, freight systems, operation and advanced monitoring
With a comprehensive system vision, it will contribute to the development of guidance documents identifying further actions to be undertaken and the future technologies and systems to be developed.

It will give the demonstration that step change in railway infrastructure and operations may be achieved within the constraints of the need to maintain railway services while the work is being performed.

By nature, and as requested by the European Commission, CAPACITY4RAIL is directly supporting the E.C. White Paper. It will highly contribute to the development and definition of European Standards, future regulations, and European Research policy and will allow a high degree of interoperability.

CAPACIT4RAIL is also an invaluable introduction and pathfinder to the Shift²Rail Initiative.

With a limited financial input, UIC members will benefit from the high value of the scientific outputs and the technical development of this 15 M€ project, likely to generate further cost cuts in investments, maintenance, operations as well as an increase of the attractiveness and market share of the train freight business.

EUR palette

Start: 2012-01-1

End: 2016-12-31

Project code: P000347

Project director: Hans Gunther KERSTEN

Project manager: Jozef FAZIK

To insure an permanent increasing of use and production of EUR pallets, there is a requirement to work together firstly with global standardisation companies, (such as GS-1) and, secondly, with research institutes, and recognised logistics universities. Currently the favourite is the GS-1 project, of the MTV (reusable transport packaging) Competence Center and the RTI Interest Group RFID (worldwide leader in the standardisation of standard load carriers with regard to RFID (radio frequency identification). In Germany the carriers of GS-1 are e.g. trade, industry, the VDI (Engineers’ Union) and other promoting companies.
The pallets are using for the more effectiv and security loading the wagon of one part of goods in the railway transport.

Passenger Accessibility Solutions Support and Action Group for Europe

Start: 2010-01-1

End: 2016-12-31

Project code: P000277

Project director: Ignacio BARRON DE ANGOITI

Project manager: Luis CASADO

The PASSAGE project brings UIC members together to address their obligations arising from new Passenger Rights Regulations (EU Regulation 1371/2007 [PRR]). These cover the rights of People with Reduced Mobility (PRM), including Disabled People. Whilst the PASSAGE project has touched upon issues to do with age the predominant concern of PASSAGE has been to address the need to improve services for disabled passengers in the context of this legislation.

The PASSAGE objectives are
• To create and safeguard professional exchange among the railways related to concrete measures aimed at improving accessibility for PRM;
• To make transparent practical solutions how to response to a given problem in a most cost-effective manner and so to provide an impulse and incentive for those members who are still at the very beginning of creating accessibility for PRM;
• To address the interface between the requirements of legal stipulations and the practical management and delivery of rails services to older and disabled passengers;
• To learn from practice other transport industries and evaluate the extent to which their solutions may be appropriate for Railway Undertakings
• To regard PRM as a target group of commercial interest.

PASSAGE came into being because we recognised, as train operators, that we had a common interest and a common purpose in developing better practices and sharing these together. In many EU member states cross border traffic is very high e.g. Belgium, Luxembourg, Germany. In other member states considerable investment has been made in improving rail access even if the amount of cross border traffic is relatively low e.g., Great Britain, Sweden.

GALILEO Panel of Experts

Start: 2010-01-1

End: 2016-12-31

Project code: P000029

Project director: Téodor GRADINARIU

Project manager: Téodor GRADINARIU

The satellite navigation technology for positionig of trains and speeed determination is the new promising technology with large applicability in the railway domai.
The applications survey and support of the actions aiming at more efficiency of new technology in railway is the main scope of this activity.
The benefits are the UIC support for applications and maintenance of the technical survey and input of railways requirements in the novel domain.

Administ of HERMES Messages + relating 900 Leaflets

Start: 2005-01-1

End: 2016-12-31

Project code: P000025

Project director: Sandra GEHENOT

Project manager: Patrick MANTELL

This activity must go hand in hand with modifications to interoperability standards to prepare for the transition between the current situation (UIC leaflets) and the future (TSI on Freight Telematics, new CIM consignment note for example). Other changes to the rules for wagon management, their numbering or any other alteration of the rules within the trade at international level have a direct impact on the workload involved in this activity.

Asset Management – unified procurement methods in order to achieve high quality for less money

Start: 2017-01-1

End: 2017-12-31

Project code: 2017/RSF/540

Project director: Marc ANTONI

Project manager: Téodor GRADINARIU

More and more IMs are procuring their maintenance and reinvestment services.
Nowadays, there are a variety of strategies, processes and tools used in procurement, in order to achieve high quality for less money.

Rolling Stock Bogie Energy Management and Brake-Wheel interaction

Start: 2017-01-1

End: 2017-12-31

Project code: 2017/RSF/535

Project director: Marc ANTONI

Project manager: Sophie SERODON

The homologation of new Composite Brake Blocks (CBB) is limited to very few products due to the wide range of different requirements that the brake blocks must meet.

The homologation criteria for the CBB concerning their interaction with the Wheelsets and the overall performance of the Brake system are based on the current regulatory framework (UIC Leaflets, TSI, etc.). Unfortunately there is not a unique correspondence between the criteria applied to different subsystems (e.g. the energy input criterion applied to wheelset and to CBB is different).

Especially during the latest 2015 homologation processes, tests showed that there is a consistent gap between the energy input of the standard drag braking test bench simulation and the brake failure test; for this reason the homologation of CBB with the current requirements is nearly impossible and additional requirement specifications have to be set in order to assure the quality of the homologated CBB.

Holding Force 2017

Start: 2017-01-1

End: 2017-12-31

Project code: 2017/FRE/551

Project director: Hans Gunther KERSTEN

Project manager: Bernard SCHMITT

The holding force will become compulsory shortly.

The new calculation methodology has been defined by the WG B126-13h issued from the Rail System Forum.

A set of braking tests are necessary to ensure the required calculation factors. According to this methodology, the uncertainty factor will get lower and the needed amount of handbrakes the trains should be fitted with, defined.

Currently there is no standardized calculation method to stop blocks; the results should lead to a defined holding force. The outcomes of the project will be included in the respective leaflets.

Asset Management Common Method and Template in a GIS implementation

Start: 2016-01-1

End: 2017-12-31

Project code: 2016/RSF/504

Project director: Marc ANTONI

Project manager: Airy MAGNIEN

The objective of this project is to develop a common method and template for describing how critical infrastructure assets perform over their life in service under a range of maintenance and renewal strategies and with varying constraints on track access and costs. The application of this method generates information that has the potential to radically improve core business processes, including the timing of renewal, the selection of assets, the strategic forecasting at route and network level.
Implementing these methods in a GIS solution and to give access to members to a computing atlas with a scenario-player tool is the way to illustrate Asset Management methods to assets in a network vision. This GIS is unique because nobody is able to present an overall and comparative vision allowing strategic reasoning in terms of asset management and capacity planning, etc.

Several ongoing projects (NetIRail, ...), funded by the EC and with UIC participation, provide bits and pieces of functionality in the form of web applications. However these projects will not necessarily be followed up. There is an opportunity to capitalize on these developments, and to deploy a better integrated application on a server dedicated to UIC Members.

Brake Performance Deficiency of UCT (Unaccompanied Container Transport) trains

Start: 2016-01-1

End: 2017-12-31

Project code: 2016/RSF/499

Project director: Marc ANTONI

Project manager: Hans PAUKERT

As one of the results of a large stopping distance measurement campaign, SBB found that UCT trains (carrying containers, semi-trailers, swap bodies) have on average a 15% lower braking performance (braked weight percentage lambda) than the expected one according to the operational braking calculation of the trains, resp. 10% lower than the operational value written on the driver s braking sheet. Other freight trains didn t have this problem.
In Austria and Switzerland, since 2014, according to the operational regulations, a 10% reduction of the braking weight percentages of these trains has to be applied.
Possibly, other countries (NSA s) will follow. But this measure doesn t fit into the UIC braking performance system and has to be withdrawn as soon as the problem has been properly solved on a technical base.
It is not acceptable, especially for ETCS, that there exists a class of international freight trains that systematically do not fulfil the UIC braking performance requirements.
Therefore, the goals of the project are:
• Determine the exact causes of the phenomenon in question
• Avoid/withdraw operating restrictions for combined transport
• Potentially (depending on cause):
- revise design rules for self-adjusting load-proportional braking systems
-amend vehicle approval / type test (brake assessment) rules with a view to improving coherence between nominal and actual braking performances
-adapt maintenance rules

Passenger Door System, Alarm System and Communication System: Safety and Standardised Operation

Start: 2016-01-1

End: 2017-12-31

Project code: 2016/RSF/494

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

Problem to solve
• Safety related issues: passenger doors are the first cause of accident for passengers.
• Assure and assess reliable functionalities and uniformity of behavior. Define the minimum operation requirements profiles for Door, Passenger Alarm and Passenger Communication System.
• Supply to the UIC Members the technical basis upon which to develop the UIC – IEC cooperation and harmonisation of standards on these items agreed between IEC and UIC: the project is needed to define Railway Operating Companies requirements about these topics.
• Unification of the different interfaces of the train access door system and of the on-board alarm and communication systems.
• Improve and simplify technical and operation management of these train subsystems.

Benefits
• Accessibility to standardised and interchangeable components.
• Reduced number of spare parts and testing procedures.
• Simplified maintenance of door systems, even for non homogeneous fleets (troubleshooting, training, testing).
• Harmonisation/Unification of door operation. Definition of the common levels and categories of operation and safety evaluation.
• Harmonisation/Unification of operation and establishment of full specified levels of safety for Door Systems and for Alarm and Passenger Communication Systems.
• Standardisation of the interfaces of the Systems.
• Availability of multiple source suppliers.

DEcision-making and Slab-track MANagement

Start: 2016-01-1

End: 2017-12-31

Project code: 2016/RSF/489

Project director: Marc ANTONI

Project manager: Harald SATTLER

With the exception of designs that are already outmoded and tried-and-tested (Rheda type, tracks on Japanese networks), innovation with regard to slab track design still frequently comes from industrial manufacturers.
This means that on a rapidly expanding global market, there is a proliferation of innovative slab track designs while at the same time infrastructure managers do not have any clear idea of their benefits, their drawbacks and the considerations that governed their choice of design.
Even more fundamental than the choice of one type of slab track or another, it is the choice between ballasted track and slab track that is often difficult for investors to resolve..
Indeed, very often there is no formal process to help infrastructure managers make the choice between ballasted track and non-ballasted track, even though they alone have the capacity to gather long-term feedback on these different options.

ECCO Phase 2

Start: 2016-01-1

End: 2017-12-31

Project code: 2016/FRE/505

Project director: Hans Gunther KERSTEN

Project manager: Sandra GEHENOT

6 of the 9 Rail Freight Corridors (RFC) were implemented at the end of 2013 and 3 additional ones will be implemented at the end of 2015 as per EU Regulation 913/2010. With this Regulation, the EU aims to give rail freight a last chance for it to become a competitive and sustainalbe transport mode. However, in devising the rules for setting up the corridors, the need for harmonisation and coordination, yet essential for improved productivity, were somewhat overlooked.
Although the ECCO project has broken some grounds and flagged up the need for a harmonised and cross corridor perspective in order for rail freight to be competitive, the process is still in its early days. At the moment a cross corridor dialogue between RFCs and RUs has begun at the initiative of ECCO. It is however not mature enough to stand on its own and needs further support. ECCO phase 2 is proposing the required support and coordination.

REFERENCE GUIDE OF CORE RAIL JOB PROFILES AND PROFESSIONAL COMPETENCES

Start: 2016-01-1

End: 2016-12-31

Project code: 2016/DIV/530

Project director: R.C. ADWAL

Project manager: R.C. ADWAL

Now with the enhancement of international corridors in Asia, increased volume of transborder freight and passenger traffic, grown cooperation, a question of homologation of requirements concerning general profile of job positions of different categories of staff of railways has not yet been solved. It makes unknown the competences of interlocutors in international technical rail technical contacts and transactions, prevents from using personnel of other railways in trans-border traffic, and particularly complicates joint bilateral or multilateral training programs. We can see now an absence of detailed descriptions even at a national level (or there are only limited ones), different approaches to skills and competences description; different education systems; different recruitment requirements for education and skills in different countries. In some other industries this problem is being solved. E.g. EU project of tuning of core competences in higher education has been realized since 2000, European qualification framework is aimed to relate different countries national qualifications systems to a common European reference framework (8 levels with different requirements for education, but not all the professions listed and not all the countries have set up national QF), there are official job descriptions at national level. In railways in Europe a common description of driver qualification and training is set, there are joint master programs (Austria + SUI + GER; RUS + POL + LET + UKR + FRANCE +…), national qualification description systems (especially for safety related jobs) exist in many countries.
If project well be realized, then at international level it will permit to develop more actively international educational programs of the UIC, to set up requirements for international employees and to train them, to enhance transborder transportation, to share international expertise in training in the spheres which are not nationally specific.
General outcome wil

New UIC Standard "Overhead Conductor Rail Requirements"

Start: 2015-01-1

End: 2017-12-31

Project code: 2015/RSF/411

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

[version 17.11.2014] The Overhead Conductor Rails (OCR) are in use only since around 30 years and both transport companies and manufactures gathered a lot of experiences in this field.
The OCR will be more and more applied as solutions instead of OCL under restricted space conditions and complex requirements. These are typically tunnels, bridges and service facilities. At the moment there is no standard which covers the special needs of OCR, as it is the case for ordinary catenary system.
The objective of this project is to create a UIC Standards which can fill this gap. The railway operators will thus be able to design and install routes with OCR based on this standard. The benefits will be:
1) the UIC Standards will be the reference standard for railway operators;
2) definition of an OCR set of parameter to guarantee safety, reliability and maintainability;
3) test sets and conditions to qualify OCR components;
4) aspects of interoperability and OCR can be involved.

European Standard Freight Wagon Axle for 25t (ESFA 25)

Start: 2015-01-1

End: 2017-12-31

Project code: 2015/RSF/406

Project director: Marc ANTONI

Project manager: Sophie SERODON

[Version 17.11.2014] Recent years have seen various measures being introduced to improve wheelset maintenance in response to incidents in service.
Developing a new harmonised wagon axle/harmonised interface for wagon axles would serve towards harmonisation and ensuring effective maintenance at a low cost. These new axles are distinguished by a larger diameter.
In accordance with the decisions taken by the Rail System Forum Steering Committee on 28.11.2012 under agenda item 2.1, the task of drafting a project proposal for developing a 25 t wagon axle was taken on. The data already collected by the Joint Sector Group on sector requirements for an axle of this type is being taken into account.
The challenge in this work is to blend the expertise of UIC with the needs and interests of European operating companies.

Train Bus Applications and Homologation

Start: 2015-01-1

End: 2017-12-31

Project code: 2015/RSF/405

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

[Version 17.11.2014] In accordance with the UIC/IEC Cooperation Agreement signed on the 11th June 2014, this activity is part of the common UIC/IEC work programme.
In case this project is not done the UIC Leaflet 556 and all the related application Leaflets (see below) will no more reflect the new technologies described in the new edition of the IEC 61375 (acknowledged by the National Standard Bodies).

Results to be obtained with this project:

1. compliance with new ERA specifications
2. UIC portable interoperable hardware and software train application testing facilities available for the members
3. train operating processes will become more flexible because of increased and differentiated remote control possibilities
4. the work of the Operating Train Staff will be made easier
5. the safety of passenger traffic will increase
6. additional functionalities will be made available in passenger traffic as, for example:

- Automatic brake testing
- Comprehensive information and service for the passengers
- General use of diagnostic techniques in the vehicles & energy saving

Emergency Brake Valves Performance on ERTMS Lines

Start: 2015-01-1

End: 2017-03-31

Project code: 2015/RSF/403

Project director: Marc ANTONI

Project manager: Sophie SERODON

The European Train Control System (ETCS) uses a predefined calculation model to decide when the brakes have to be applied
automatically in order to stop the train before reaching the stop signal.
The emergency brake valves (EBV) used by ETCS to apply the brakes don t have sufficient requirements at the moment to
guarantee that the time needed to apply the brakes is compliant with the calculation model used by ETCS.
The stopping distances might be longer than expected by the ETCS calculation model.
The aim of this project is to avoid problems during the certification of the ETCS system, expensive testing,
over-engineering (e.g. installation of too many emergency brake valves) and operational restrictions.

Commuter and Regional Train Services

Start: 2015-01-1

End: 2017-03-31

Project code: 2015/PAS/431

Project director: Marc GUIGON

Project manager: Vanessa PEREZ

The purpose of CRTS is to obtain a continuous best-practice overview of operating passenger railways in regional and metropolitan areas, how to manage huge passenger flows and to satisfy customer expectations and how to manage cross border services. Moreover, consideration shall be given to financing and investment practices as well as on different forms of relationships between service providers / transport undertakings on the one side and public authorities / client bodies on the other. Given the fact that 80% of railway passengers in the world are commuters, and most countries offer these systems as a public service, CRTS can be seen as a worldwide project that can help operators and infrastructure managers to provide a better service.

This Group meets regularly (2/3 times per year) and mostly the members have made presentations of their own organisation. It is a way to allow to put in contact European and Asian commuter and regional systems, so companies involved can profit from the experience of the others.

The members consider that the group should be enlarged and new subjects have to be deepened in order to provide a better service.

Station Managers Global Group

Start: 2015-01-1

End: 2016-12-31

Project code: 2015/PAS/429

Project director: Marc GUIGON

Project manager: Marc GUIGON

The Station Managers Global Group (SMGG) aims to exchange best practices between actors and experts all around the world, to organise events, to launch studies, to standardize interoperability subjects… It is an incubator for new projects related to stations.

The stations managers have organised regular meetings in order to exchange best practices.
The subjects discussed are:
- Presentation and benchmarking of each organisation of station management
- Drafting a UIC standard concerning the Classification of stations (leaflet 180)
- Organisation of the global Nextstation (Moscow – October 2013)
- Submission of a proposal in the Framework of European call for tender Horizon 2020 on Innovative stations (INSPIRE)

The Members of the Group have stated that there is not enough knowledge about best practices in Station in other Régions of the world and have proposed that the group should facilitate a global Station Observatory.

Energy Efficiency Best Practice Workshops

Start: 2015-01-1

End: 2017-12-31

Project code: 2015/ENV/426

Project director: Jerzy WISNIEWSKI

Project manager: Isabelle DE KEYZER

Energy efficiency has a huge potential for cost savings (for most railways a 1% improvement will normally save several million Euros per year) and also represents the most direct way to reduce CO‎2 ‎emissions and to secure strong environmental ‎performance in support of the UIC-CER Sustainability Strategy‎.‎ ‎In recent years a lot of successfully concluded projects have delivered promising results for energy efficiency ‎(‎Railenergy‎, ‎CleanER-D, ‎Energy consumption‎, ‎Parked Trains‎, ‎etc‎) and other important ones are ongoing (MERLIN, Shift2Rail). ‎What is in many cases lacking is practical implementation and optimisation in the field. ‎This project will develop best practice for energy efficiency through a series of workshops. These workshops will bring together experts to share experience, find solutions and overcome obstacles. The project continues a series of very successful and well attended energy workshops over the past few years.

Future Railways Mobile Communications Systems Solutions

Start: 2014-01-1

End: 2019-12-31

Project code: P000380

Project director: Marc ANTONI

Project manager: Jean-Michel EVANGHELOU

The UIC FRMCS project aims at defining the successor of GSM-R, a successful system selected in the 90s out of existing technologies, as the basis of the new European Railways Digital Radio System.
As GSM-R is based on public GSM standard, the same constraints on technical life cycle apply, so that GSM-R support is expected up to year 2030 at least (according to the official information provided by GSM-R suppliers).
Taking into account an expected period of at least 10 years to define all the technical details for the successor and complete the migration concept, the changes in TSI and the legislative work for Europe, UIC started the first investigations on the GSM-R inheritor in 2010 with more refined details and a solid work programme structure from Jan 2014, within a three years UIC funded project.

During the initial phase of the European project, clear needs of participation from members out of Europe popped up. In addition, synergies with other stakeholders such as urban transport organizations and Tetra and Critical Communications Association (TCCA) was considered.
This first phase of FRMCS was in line with the UIC strategy of building up and strengthening harmonized Railway radio communications systems in Europe, keeping the pace with the technological advance, while preserving interoperability and protecting Railways investments.
The second phase of the development of the new radio system, as it is already the case for the GSM-R, must be managed in a Worldwide environment and shall be based on relevant world standardization bodies, notably: ETSI, 3GPP and ITU.

GSM-R Network Management

Start: 2010-01-1

End: 2016-12-31

Project code: P000293

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

The project is in line with the UIC strategy of technical support for building up and strengthening the performance of radio communication in Europe, while preserving the Interoperability of the system.
GSM-R is in operation on the majority of lines in Europe and is largely proven as being the radio digital solution in Europe. GSM-R European network requires constant work for harmonising issues on roaming conditions, operations, interconnections and international routing, frequency management, including more and more critical work on interferences coming from public operators.
For all the above activities UIC plays the role of technical autority; the UIC technical support for the European Commission, the European Raulway Agency, the Rails Sector association and ECC/CEPT is recognized as a necessity.

PRM Assistance Booking Tool

Start: 2010-01-1

End: 2016-12-31

Project code: P000279

Project director: Ignacio BARRON DE ANGOITI

Project manager: Vanessa PEREZ

Compliance with EU Regulation 1371/2007 regarding the booking of assistance services for Persons with Reduced Mobility (PRM) for an international train journey.

EU Regulation 1371/2007 stipulates that assistance to PRM has to be provided if requested and notified at least 48 hours prior to departure. For complex journeys across several networks, this creates a communication challenge, since at origin and departure, as well as every transfer point, corresponding information has to be communicated to railway staff in charge. The PRM Assistance Booking Tool is a web-based application that helps to structure and facilitate the booking of assistance services for passengers with reduced mobility (PRM) for international journeys throughout Europe. It is a reference application for the standards and XML messages defined in UIC Leaflet 918-6 (see TAP-MD Group).

Signalling Panel of Experts

Start: 2009-01-1

End: 2016-12-31

Project code: P000263

Project director: Marc ANTONI

Project manager: Piero PETRUCCIOLI

The Panel of Signalling Experts (PSE) promotes the strategic orientation of the UIC towards federation of domain knowledge on a global vision, to support convergence of the core domain s requirements and identify the optimum application of winning technology. In particular the PSE aims to maintain and update the knowledge on rail signalling domain and to find appropriate responses to the technological evolutions which affects the domain.
This is actually a permanent activity, providing an open platform for sharing knowledge, discussing new problems and finding common solutions and opportunities among members in the (global) signalling domain

Energy & Electric Traction Experts Group

Start: 2010-01-1

End: 2016-12-31

Project code: P000261

Project director: Marc ANTONI

Project manager: Victoria CALLEJA DURO

Energy & Electrical Traction Group (E&ET) aims to provide railway infrastructure managers with guidelines for the administration, organisation and supervision of fixed installations. To better provide feedbacks on system design, architectures and maintenance, new technological applications, areas of improvement in normal operation and causes of accidents will be associated with the different sub-systems. The evaluation of the electrification system is based on uniform criteria and common objectives.Main failures classification, statistics and relative database are under identification and analysis, as well as the data that should be examined to manage the electrification system events. Further work in the domain of E&ETE is the definition of common rules to assess the availability/reliability of supply installations and avoid black out of the networks. A new task is related to the optimisation of the Energy network in conjunction with the traffic operation management in order to provide tools to implement the energy saving requirements targeting 2020 and 2050. The Group is in charge of preparing International Railway Standards and UIC leaflets on process, systems, techniques and components on fixed installations and will also continue acting as advisory panel and mirror group with research projects and cooperating with other standardisation organisation as well as reviewing UIC leaflets and/or of the other standards, in order to coordinate the matter and avoid double work.

Track Experts Group Activity - (TEG) including INNOTRACK Dissemination

Start: 2009-01-1

End: 2016-12-31

Project code: P000260

Project director: Marc ANTONI

Project manager: DAVID RESUSTA

Exchange of information, benchmarking, harmonisation, standardisation, technical studies have been one of the most important roles of UIC expert groups, since the fundation of our association.
The Track Expert Group (TEG) represent a unique technical platform for the track experts from most of the European Infrastructure managers, but also from Asian countries, to meet and conduct common exchanges and research activities.

The TEG is also responsible for the UIC leaflets in chapter 7.

Panel Of Structural Experts

Start: 2009-01-1

End: 2016-12-31

Project code: P000259

Project director: Marc ANTONI

Project manager: Harald SATTLER

Exchange of information, benchmarking, harmonisation, standardisation, technical studies have been one of the most important roles of UIC expert groups, since the fundation of our association.
The Pannel of Structural Experts represent a unique technical platform for the experts from most of the European Infrastructure managers, but also from Asian countries, to meet and conduct common exchanges and research activities.

The PoSE is also responsible for the UIC leaflets in chapter 7 which are directly related to them (sub-sections 70, 71, 77, 78).

Panel of Experts Activity - Asset Management Group

Start: 2009-01-1

End: 2016-12-31

Project code: P000258

Project director: Marc ANTONI

Project manager: Téodor GRADINARIU

To help railways to introduce Asset Management principles.
Help railways to applay ISO 55000.
To introduce guidline and evaluation tool on Asset Managemnt.
To help railways to optimise their costs and use at the mximum value for money their assets.
To help mebers to be efficent and transparent on managing their assets.