Task 2.2.3/14 New approach to railway safety management
1. Problem description
Historically,
rail transport in Europe has a good safety record compared to other modes of
transport and with regard to achieved improvements over time. Nevertheless,
recent studies have shown that there are possibilities for significant
improvements in railway safety management and that it should be possible to
achieve a better value for money. The restructuring of the EU railways and the
need to establish rail services across borders has led to a situation with much
more interfaces between actors than in the past, and subsequently new sources
of risks. The differences between Member States with regard to “safety
philosophy”, operational rules and regulations, technical requirements, and
certification procedures are causing problems for the interoperability in the
European rail networks and for new third party train operators access to the railway
infrastructure. The current system has several deficiencies:
·
Lack of explicit targets for
safety. Without clear targets safety improvements may be difficult to achieve.
Primary target: prevention of fatalities (and serious injuries).
·
Deficient accident reporting
systems (differences in definitions of reportable accidents, variations between
countries in the proportion of reportable accidents that actually are reported,
UIC statistics are largely confidential). Incomplete picture of current level
of safety and problem areas.
·
The activities in safety
improvements are more often governed by emotional reaction after accidents than
by cool and rational analysis.
·
It is doubtful whether
installed safety measures are cost-effective (better effect on safety could
have been achieved by alternative measures).
·
Little is known of the
effectiveness of measures that have been implemented in the past. Lack of valid
research and reluctance to publish results.
·
Traditional, rule-based
safety management is essentially conservative and prevents new, innovative
solutions.
The aim of this task is to establish networking
and research activities that can ensure the necessary improvements in
accordance with the needs outlined in the new directive on railway safety. Railway safety in the transport research
programmes has so far mainly been dealt with in the projects under the ERTMS
(European Rail Traffic Management System) umbrella. The activities in this task
will be based on the results of that work, which mainly was done in the FP4
projects ACRUDA, HEROE and HUSARE.
The training and qualification of personnel is
one of the key issues related to safe and efficient cross-border train
operations, and it has been identified as one of the key factors for true
interoperability without change of train crews at borders. The FP4 project
HUSARE has provided a detailed analysis of the risks associated with human
factors in cross-border train operations. The main aim of this task is to
identify the required skills and to develop and validate the training methods
to be used for the training of train crews, traffic control staff and other
staff involved in cross-border train operations. The work should be closely
linked to the work with the Social Partners in the railway sector. An important
dimension of this task will be use of new technology, and the increased demand
for cross-border travel.
Apart
from research efforts to be performed in order to elaborate solutions for a
common European railway safety strategy, the involvement of all relevant
stakeholders is crucial. Therefore a Thematic Network should cluster European
research projects and those of Member States and international organisations,
co-ordinate and promote the exchange of rail safety specific knowledge. The
Thematic Network will identify and analyse the best practices, enhance
consensus building and foster the implementation of research. Based on its
results, it will identify where future research activities are required.
Several Member States are in a situation of updating their rule books, and
there is a good opportunity to reach a more harmonised approach which avoids
duplications of work done by each individual Member State and enhances a higher
level of interoperability of the liberalised European railways.
2. Task description
The work to
be undertaken will be divided into three subtasks:
Subtask 1: Thematic Network on railway safety
and interoperability
The
Thematic Network should cover the following activities:
·
Bring
together all relevant stakeholders in the field of railway safety, e.g. railway
companies, national rail safety authorities and international organisations and
groupings such as the international railway union (UIC), the Community of
European Railways (CER), the union of railway industries (UNIFE), the European
railway interoperability association (AEIF), the European Transport Safety
Council (ETSC) and the International Liaison Group of Government Railway
Inspectorates (ILGGRI).
·
Identify
the most promising results of safety related research activities and recommend
which steps should be done in order to establish a new optimised safety
approach.
·
Moderate
a constructive dialogue and provide secretarial assistance with the aim of
reaching consensus and agreements that can lead to harmonised European
standards.
Subtask 2: Development of a new approach to
railway safety management based on risk assessments, cost/benefit evaluation
and a new approach to the use of rule books and safety regulations
The
research/studies should cover the following activities:
·
Develop
the new safety approach for railways by making use of elements known from other
industries and other modes of transport (e.g. air) .
·
Develop
methodologies for risk based and quantifiable safety assessment and conduct
cost-benefit analyses.
·
Propose acceptable levels of risk (setting of
targets).
·
Definition of a proper
incident and accident reporting system at the EU and national levels.
·
Common
European activities related to the updating of the rule books based on current
revisions in Member States. This should include an assessment of the role of
rules and rule books in railway safety and recommendations for a common EU
approach to unification of relevant rules (objective: minimum set of common
rules)
·
Identification
of best practise in terms of achieved safety level and costs.
Subtask 3: Training concepts for improved
cross-border train operations
The main focus of this task should be on the
development of solutions to achieve the interoperability of “train crews”
involved in cross border operations with particular emphasis in practical
problems such as: differences in the areas of language, left/right side
driving, safety philosophies, operating rules and route characteristics. The
work should include the assessment and integration of simulator systems and
concepts. This could either include the adaptation of existing
simulators/multimedia tools or the use of new technical developments from other
Key Actions.
The new tools should be validated and
demonstrated in the railway environment as part of a new training concept and a
new system for certification of train crew competence in accordance with the
new communication and directive on interoperability of conventional rail.
It could also include the development of
suitable training courses for train crews and traffic control staff, which
address the use of a common language and common operational procedures in both
normal and degraded mode operation as well as in emergency situations. In
addition to the main priorities described above, the work could also be
extended to cover other staff involved in handling of cross-border train
operations, for instance: “station”, “terminal”, “train preparation”, and “maintenance” staff.
3. Expected results
The
research/study activities and the Thematic Network activities should result in
achieving consensus on a new safety approach on a European level and assist in
the development of technical specifications for interoperability (TSI) as far
as safety and staff qualification aspects are concerned. This could cover the
following:
·
A
European railway safety policy statement and the role and responsibility of
each player in the railway industry.
·
Guidelines for risk analysis
and for assessing the impacts of potential safety measures (impacts on safety,
cost, mobility, environment, etc).
·
Guidelines for an EU incident
and accident reporting system and database including accessibility to these
data
·
Proposals for defining
acceptable levels of risks.
·
Assessment
of the role of rules in rail safety and recommendations for a common approach
to unification of relevant rules (objective: minimum set of common rules).
Concise suggestions for a minimum set of common rules, approved by the Thematic
Network, suitable for implementation in the various national rule books.
·
A
handbook outlining best practice in cost efficient safety and input to future
research activities should be submitted.
·
Demonstration
of tools and methods suitable for ensuring the necessary qualifications for
staff involved in the handling of cross-border trains, and demonstration of the
certification and cross-acceptance of staff skills in some cross-border
situations.
4. Type of contract
Subtask 1: Thematic Network (up to 100%
funding)
Subtask 2:
Accompanying Measure (up to 100% funding)
Subtask 3:
Combined project (RTD+DEMO up to 50 % funding)
The three
subtasks will be subject to three different contracts.
5. Timing / Duration
Subtask 1:
Timing : 5th
call (June 2001)
Duration : 36 months
Subtask 2:
Timing : 5th
call (June 2001)
Duration : 18 months
Subtask 3:
Timing : 5th call (June 2001)
Duration : 18 months
6. References
The Railway Infrastructure Package,
COM (1999) 616.
The Directive 96/48 on
interoperability in the European high-speed rail network.
The communication/draft directive on
interoperability in the European conventional rail network, COM (1999) 617.
The planned new directive on railway
safety.
7. Links
FP4 Transport Programme projects:
ERTMS, HEROE, HUSARE, ACRUDA, REMAIN.
DG Energy and Transport policy
study: “Safety Regulation and standards for European Railways”.
8. Involvement of non-EU countries
Switzerland
and Central and Eastern Europe.
9. Consortium profile
Subtask 1:
A secretariat established by a small group of
organisations/institutes able to organise and co-ordinate stakeholder, cluster
and expert group meetings by involving a number of “members” and experts from
the group of stakeholders mentioned under point 2 above.
Subtask 2+3:
A consortium of consultants,
universities and other research institutions with good experience in the task
subject, combined with railway supply industry, railway operators, railway
infrastructure managers and railway safety authorities.
The same group of companies/organisations may
apply for several subtasks.
Task 2.3.1/20 Demonstration
of a new approach to a more efficient use of infrastructure (e.g. timetable
planning, slot allocation and charging schemes)
1. Problem description
Timetable
planning and slot allocation, together with a transparent charging scheme, are
essential in an efficient operation of rail freight services. In line with the
new railway infrastructure package, these areas have come to the foreground as
very important aspects in the promotion of rail freight services on both
national and international scale. Moreover, in the development of
Trans-European railway services, the adjustment and compatibility of various
timetables are crucial to offering a competitive freight service. A significant
increase of competitiveness of rail transportation is expected in particular
for international freight trains over long distances if the organisational
processes were more efficient, flexible and reliable .
A number of
interesting technologies and solutions have been developed in FP4 and FP5
transport research projects. One strand of research is the work done in the
trio of projects EUROPE-TRIS, EUROPE-TRIP and EUROPE-TRIO. The EUROPE-TRIS
project has brought forward ideas on using teleconferencing to adjust the
timetables say every month instead of once or twice per year. Furthermore, its
results on traffic capacity management and freight timetable telemarketing
should be taken on board. Another strand of activities is the work done on the
European Traffic Management Layer of ERTMS as defined in the OPTIRAILS and
OPTIRAILS II projects. The ERTMS work does not include the time-table planning
and the short term addition of extra trains to the timetable. Instead the ERTMS
Traffic Management Layer as developed in the OPTIRAILS and OPTIRAILS II
projects focus on real-time traffic management, re-allocation problems and data
exchange in European corridors. A common demonstrator for the ERTMS Traffic
Management Layer and the new approach to timetable planning and slot allocation
in the present task should be considered, but is should be emphasised that it
is a requirement for the present task that the solutions should function both
on lines equipped with ERTMS and on lines without ERTMS.
The aim of
this task is to demonstrate how the new approach for timetable planning ,slot
allocation charging schemes and performance regimes, requested in the railway
infrastructure package, can be achieved by using the technologies and methods
developed in European research projects. The focus should be on ensuring
cross-border slots for freight trains with high priority . This includes the
adding of timetable trains with a significantly shorter notice than the
traditional timetables (1 year ahead), and for adding extra "one-off"
trains at short notice provided that capacity is available.
2. Task description
The work to be undertaken will be divided in
three subtasks:
Subtask 1: Demonstration of a new approach to
timetable planning and slot allocation in a corridor of the Trans-European
Network.
In order to
achieve a successful demonstration of a new approach for timetable planning and
slot allocation, a number of sequential steps need to be taken:
·
At
first existing timetable planning and slot allocation will be described. The
reason for doing this is to get a grip on the existing problems of
co-ordinating different systems across borders. A SWOT-analysis is to be made
of current practices/mechanisms for timetable planning and slot control. Areas
of attention will include elements of punctuality (value of punctuality to
shipper vs. passenger) and operational functionality (interface between time
table planning mechanisms and train operation in operational circumstances,
such as in the case of overriding/priority conflicts). In this step the
potentials for improvement are investigated and concluded.
·
Secondly,
based on the conclusions of the first step, a functional analysis of potential
new approaches for timetable planning and slot allocation will be carried out.
Elements that will be dealt with in this step are: priority setting relating to
passenger traffic and perhaps within freight transport, flexibility parameters
(time required to enter), scenarios on amount of traffic and deviations on
arrival patterns, last minute adding of single non scheduled trains and service
recovery (i.e. how slots can be allocated to trains which have missed their
original slot). Furthermore, practices or mechanisms used by competing modes of
transport will be analysed for their suitability in rail freight transport.
Other requirements such as traction and crew availability will also be included
in the analysis.
·
Thirdly,
based on the functional analysis a software tool will be developed (or existing
tools modified) in such as way that they can help in evaluating and
implementing new approaches of timetable planning and slot allocation. These
tool needs to be tested against an actual, present situation, as well as on
predictable future situations
·
Fourthly,
based on the experience gained in developing and using the software tool, feed
back on railway infrastructure directives will be defined, as well as a
description of relevant and marketable products.
The demonstration of the use in an
international corridor should also be focused on identifying the organisational
and co-operation problems between the relevant stakeholders along the corridor
and on proposing solutions for improvements.
Subtask 2: Transparent
and non-discriminatory charging schemes and performance regimes
This subtask deals with two different issues of
efficient use of infrastructure. Important input can be expected from the FP5 2nd
call task 2.2.1/10 “Improved tools for railway infrastructure capacity and
access management”.
Firstly, transparent and non-discriminatory
charging schemes should be developed and demonstrated for a European rail
freight corridor. Today it is very difficult for a customer considering
transport by rail mode to get quick and reliable information on the price of
international rail services. This is a crucial barrier resulting in significant
losses of business opportunities for rail companies. A transparent and
predictable European train path allocation process, based on international
allocation rules, is urgently needed. A set of international agreements
covering e.g. traffic volume/reserved slots, transportation quality criteria,
global pricing per origin-destination connection (or a user-friendly software
tool to calculate the total price for a cross-border transportation), short
term scheduling principals and conflict resolving procedures, will be set up.
Performance results against agreed objectives will be monitored (e. g.
successful/unsuccessful requests, response times, number of actual changes to
“sold” timetable, punctuality, evaluation of arbitration requests). Electronic
tools could facilitate sound marketing and the handling of customer requests.
Secondly, contractual efficiency incentives
(performance regime) for both infrastructure managers and train operating
companies should be set up. Details on rules, data requirements and contractual
impacts for the players could foresee different levels of sophistication. A
convincing first level should be demonstrated in order to analyse which
mechanisms are the most appropriate to achieve a quantifiable increase in
efficiency, and in the level of service quality towards the rail customers.
Results of UIC projects on performance regime should be taken into account in
order to avoid any duplication of work.
Subtask 3: Clustering
activity
This task is part of a cluster of demonstration
projects together with the task 2.3.1/x “Demonstration of solutions for
improved service reliability and data exchange for cross-border freight trains
in a corridor of the Trans-European Rail Freight Network” and the task 2.3.2/x
“Improvements in efficiency and service quality of the European wagon load
system”. Each of these three tasks are meant to be subject of a separate
proposal, but co-ordinated proposals covering two or maybe all three tasks with
demonstrations in the same corridor of the Trans-European Rail Freight Network
are strongly encouraged.
The clustering work should cover the following
activities:
·
Establish
a common user group for the demonstration projects
·
Develop
and use common methods/approaches for the evaluation of the results of the
demonstration projects (for instance based on the recommendations from the FP4
MAESTRO project)
·
Develop
appropriate monitoring solutions for the monitoring of the rail transport
services, in particular: monitor the use of the networks and the evolution of
the framework conditions (infrastructure charging, capacity allocation, safety
regulation and performance, licensing, rail transport market development,
benchmarking/performance indicators). Set up the framework for a future
European railway monitoring regime (identify the data requirements as a basic
source for decision making on national and European level, and organisational
aspects such as tasks, staff and budget to be considered).
Subtask 1 and 2 should
be covered by one single proposal; subtask 3 should be covered by a separate
proposal.
3. Expected results
A
demonstrator that will outline the expected significant efficiency gains of
international rail services and set standards for other corridors in the
practical implementation of the directives related to the railway
infrastructure package, in particular with regard to the organisational aspects
and co-operation between relevant stakeholders along the corridor.
The
establishment of a railway user group to enhance consensus building and to
carry out extended trials.
An
extensive European rail database and independent monitoring solutions to
analyse the evolution of rail transport services.
Feed back
to future revisions of the railway infrastructure directives.
4. Type of contract
Subtask 1: Combined project (RTD+DEMO up to 50 % EU
funding).
Subtask 2: Combined project (RTD+DEMO up to 50 % EU
funding).
Subtask 3: Accompanying Measure (up to 100 % funding)
5. Timing / Duration
Subtask 1:
Timing : 5th call (June 2001)
Duration : 18 months
Subtask 2:
Timing : 5th
call (June 2001)
Duration : 18 months
Subtask 3:
Timing : 5th
call (June 2001)
Duration : 24
months
6. References
The Railway Infrastructure Package,
COM (1999) 616.
The communication/draft directive on
interoperability in the European conventional rail network, COM (1999) 617.
7. Links
FP4 Transport Programme projects:
ERTMS, OPTIRAILS, EUROPE-TRIP, LIBERAIL, MAESTRO.
FP4 Telematics Application Programme
project: MARCO, EUROPE-TRIS, EUROPE-TRIO
FP5 1st call project:
OPTIRAILS II
FP5 Thematic Networks on “Rail
Freight Services” (1st call, RAILSERV) and “Maintenance and
Management of Railway Infrastructure” (1st call, PROMAIN).
FP5 2nd call task
2.2.1/10 “Improved tools for railway infrastructure capacity and access
management”
8. Involvement of non-EU countries
Switzerland
and Central and Eastern Europe.
9. Consortium profile
A consortium of consultants, universities and
other research institutions with a strong experience in the task subject,
combined with railway supply industry, railway operators, railway
infrastructure managers, rail regulators and international organisations.
Task 2.3.2/16 Demonstration
of solutions for improved service reliability and data exchange for cross-border freight trains
in a corridor of the Trans-European Rail Freight Network
1. Problem description
Railways in Europe have developed along
national lines. Each railway has still its own technical standards, equipment,
safety rules and operational procedures. A freight haul from north to south or
east to west will encounter widely varying rules and conditions at each border
crossing. Today, for instance, production and sales effort for a haul from
Sweden to Spain will involve six different railways. Border delays are common
as a consequence of weak interconnections, poor matching of timetables,
necessity for the change of locomotives, and duplication of physical
inspections. Exchange of information is still slow and data systems cannot
effectively communicate with one another. Slot allocation problems are still
existing for freight. Intermodal operators are hampered by the insufficient
service quality of the rail leg. Difficulties exist to new operators in gaining
access to the infrastructure.
Technical
solutions exists but the implementation is slow and there has been an
insufficient focus on improving the basic business processes. Among the
examples of improvements can be mentioned:
·
Some
of the strategic co-operation and partnerships that have been achieved and the
results of the work on establishing Trans-European Rail Freight Freeways, e.g.
the North-South Freight Freeways and the BELIFRET freightway linking Belgium,
Luxembourg, France, Spain and Italy, which offers international high speed
paths, elimination or reduction of border stops, and a One-Stop-Shop - a single
negotiator for international service.
·
Possibility
to use some of the experiences from co-operation on high-speed passenger
operations in Europe.
·
Results
available from UIC East-West Task Force studies on border-crossings can be used
as an input or benchmark.
·
New
possibilities of use internet based solutions. For example good practice of
BOLERO project for data security and internet based exchange from field of
banking and insurance.
·
TEDIM
projects at Finnish - Russian border prove how means of telematics and
e-business can facilitate railway operations and border crossing procedures
between EU and non-EU country.
·
Channel
Tunnel intermodal service providers that offer combinations of both shuttle and
hub & spoke services. Innovation
and strategic partnerships are the key to success
·
FIRE
(Freight Information in a Railway Environment) which has resulted in 20 smart
wagons operating throughout Europe and a service provider for consignment
information about position and delays.
The
activities in this task which is in line with the interoperability directive
for conventional rail will be a demonstration of the integration of the
solutions developed in FP4 and FP5 transport research projects. In particular
the ERTMS and OPTIRAILS I and II projects, and the FIRE and CESAR projects. But
the solutions should also take into account the experiences made in the TEN-T
supported TEDIM programme. Inspiration can also be taken from the development
of the North American railways and how the co-operation between railways and
eventually the set up of an external service provider had an significant impact
on the current commercial success of North American railways. While European
rail freight traffic has been struggling, US and Canadian railways have
performed very well in freight operations.
The RAILINC experience (a company operated by US railways using customer
oriented information services) is a case in point. Information is provided free to railway customers through the
mandatory exchange of data between American railways based on a simple set of
data interchange protocols.
A consensus
on solutions is needed among all stakeholders in the railway sector (large
freight rail owners and operators, ‘short lines’, customers, fleet
owners/managers, regulators etc) in order to make international freight traffic
in Europe commercially viable. Rail
freight must be integrated into the entire logistics chain so that it can
assert itself in the competitive global trade environment. Demonstrations of improved service
reliability and data exchange in a selected multi-national European corridor is
a good starting point.
2. Task description
·
Develop
improved solutions for reliable arrival forecasting for cross-border rail
freight services.
·
Demonstration
of a freight data exchange solutions along one European corridor (covering the
major railway operators, shortlines as well as the interfaces to transport
management systems. The focus should be on demonstrating possibilities for
improving service reliability and for providing effective e-business solutions.
·
Application
of new operational methods for cross-border freight management identified as best practice e. g. in the TEDIM program. The main
development areas in TEDIM Programme are border-crossing projects dealing with
methods and documents to facilitate customs operations and railway waybill
transfer, logistics management projects creating a common approach for delivery
management and monitoring of goods and logistic network projects dealing with
data transfer and management between companies and developing document
procedures with authorities. One of the most important objectives of TEDIM is
to increase the use of electronic data transfer and at the same time to create
new operational methods. Deployment of the latest EDI technologies which are
currently state of the art is encouraged.
This task is part of a cluster of demonstration
projects together with the task 2.3.1/x “Demonstration of new approach to
timetable planning and slot allocation in a corridor of the Trans-European Rail
Freight Network” and the task 2.3.2/x “Improvements in efficiency and service
quality of the European wagon load system”. Each of these three tasks are meant
to be subject of a separate proposal, but co-ordinated proposals covering two
or maybe all three tasks with demonstrations in the same corridor of the
Trans-European Rail Freight Network is strongly welcomed.
3. Expected results
Expected
results must directly relate to the task and must enhance the international
rail freight services in the medium run. Results that can be identified are
e.g. as follows:
·
Validated
technical solutions, including a validation of the interfaces to traffic
management systems and the interfaces to transport management systems;
·
Provide
a starting point for a possible follow-up activity (if consensus can be
reached) with regard to establish a European service provider similar to
“RAILINC” in North America.
·
Demonstrators
that can set standards for other corridors in the practical implementation of
the directive(s) in the new railway infrastructure package.
·
Demonstrators
or best-practice solutions for efficient cross-border procedures for freight
trains, including customs procedures and technical procedures (e.g. changing of
locomotives and/or crew).
·
Demonstrators
or best-practice examples for streamlined business processes and improved
customer services with the help of automatic data exchange across parties
involved in the transport chain and across borders.
·
Examples
of improved models of co-operation and organisation of international rail
freight services, including solutions for increase the access for shortlines in
feeder services.
·
Preliminary
specifications for marketable products (software and systems) that aid the
management and customer services of international rail freight operations.
·
Workshops
and seminars, where best-practice solutions, demonstrations and improved models
for co-operation and organisation are presented.
4. Type of contract
Combined
project (RTD+DEMO up to 50 % EU funding).
5. Timing / Duration
Timing : 5th call
(June 2001)
Duration : 18 months
6. References
The Railway Infrastructure Package,
COM (1999) 616.
The communication/draft directive on
interoperability in the European conventional rail network, COM (1999) 617.
7. Links
FP4 Transport Programme projects,
rail: ERTMS, OPTIRAILS, HEROE, EUROPE-TRIP, LIBERAIL, FIRE, HISPEEDMIX,
EUFRANET, INTELFRET.
FP4 Transport Programme projects,
intermodal: INTRARTIP, ITESIC, LOGICAT, OCTOPUS, CESAR.
FP4 Telematics Application Programme
project: EUROPE-TRIS.
FP5 1st call projects:
OPTIRAILS II, Thematic Network on “Rail Freight Services” (RAILSERV), THEMIS,
CESAR II.
TEN-T supported programme: TEDIM
DG Energy and Transport policy study :
“Data exchange for cross-border freight trains”
8. Involvement of non-EU countries
Switzerland
and Central and Eastern Europe.
9. Consortium profile
Consultants and research institutes with a
strong experience in the task subject. National and regional authorities (i.e.
customs, phytosanitary and veterinary), intermodal transport operators,
terminal operators, railways, forwarders and shipping line agents share the
strongest role in the consortium profile. International organisations and other
relevant bodies for the dissemination part.
Task 2.3.2/17 Improvements
in efficiency and service quality of the European wagon load system
1. Problem description
The wagon
load system is the core of rail freight traffic. Wagon-load is based on
transportation of single wagons (or group of wagons) between sidings to
industrial sites ; the long haulage is as far as possible done by direct trains
between marshalling yards. Around 50 % of all rail freight traffic is
wagon-load. New solutions from research projects e.g. with regard to
intelligent freight trains (FP4 project INTELFRET) makes it possible to
significantly improve the wagon load system.
The aim of
this task is to develop and demonstrate solutions for improvements of the
single wagon load system, focusing not only on national, but on the European
rail network. This objective is in line with the Railway Infrastructure
Package, the Trans-European Rail Freight Network, the communication on rail
freight, and the recommendations from the policy study on “single wagon load
rail traffic”. The development work and the demonstration activities will
continue the work that has been started on intelligent freight trains in the
FP4 project INTELFRET, on dedicated rail freight networks in the FP4 project
EUFRANET and on new bundling concepts (train coupling and sharing) in the FP4
projects IMPULSE and TERMINET.
2. Task description
·
Develop
software applications/tools to optimise the European wagon load system from a
European perspective (e.g. by optimising frequencies of links between
marshalling yards, maximum lengths of trains for European rather than national
reasons, tackling of cross-border issues). The tools should be prepared in such
a way that they can support the efforts by train operators on implementation of
modular trains at European scale, and it should support the efforts on
establishing a new European rail service (between the single wagon and the full
train) and on improving the turnover of wagons (on an international scale). The
tools should also include the optimisation of the loading plan in order to optimise
the wagon’s use.
·
Demonstrate
the use of intelligent freight trains (modular freight trains with improved
brake systems, data exchange along the train and automatic couplers) to support
new operational concepts (based on the recommendations from the INTELFRET
project).
·
Develop
and demonstrate new train bundling concepts/train coupling and sharing (e. g.
based on the developments in the IMPULSE and TERMINET projects), which also
could be built on the use of multiple freight units like the German CargoSprinter.
Look in particular into the possible synergies between the wagonload system and
intermodal transport in order to operate trains with mixed wagonload and
intermodal traffic, whereby the transport volumes could be increased and unit
costs reduced.
·
Develop
and demonstrate improved possibilities for shortlines to work as an integrated
part of the wagon load system (in particular in feeder services).
·
Develop
and demonstrate the possibilities for establishing a quality assurance system
for the European wagonload system (e.g. demonstration for a corridor in the
Trans-European Rail Freight Network, use of weekly performance indicators and
"score cards" similar to U.S. freight railways).
·
Develop
solutions to reduce the number of empty return runs. Finding solutions for
offering return runs at lower prices than the normal tariffs.
·
Develop
new organisational approaches to improve efficiency and service quality like
the introduction of competition/franchising, and organisational separation of
services (own management, staff and traction for wagonload services).
·
Develop
and demonstrate electronic tools for planners, sales staff and customers which
allow quick and reliable calculation of quotations.
·
Develop
a gradual standardisation of truck geometry, in particular the loading gauge.
This task is part of as a cluster of
demonstration projects together with the task 2.3.1/x “Demonstration of new
approach to timetable planning and slot allocation in a corridor of the
Trans-European Rail Freight Network” and the task 2.3.1/x “Demonstration of
solutions for improved service reliability and data exchange for cross-border
freight trains in a corridor of the Trans-European Rail Freight Network”. Each
of these three tasks are meant to be subject of a separate proposal, but
co-ordinated proposals covering two or maybe all three tasks with
demonstrations in the same corridor of the Trans-European Rail Freight Network
is strongly welcomed.
3. Expected results
·
Software
tools for optimisation of the wagon load system.
·
Demonstration
of the use of intelligent vehicles and improved fleet management to increase
efficiency and improve service quality.
·
Ideas
on how shortlines can be integrated for feeder services (for discussion with
the involved stakeholders in the Thematic Network on rail freight services).
·
A
potential user group could be established to carry out extended trials of the
potential capacity and financial benefits of the package.
4. Type of contract
Combined
project (RTD+DEMO up to 50 % EU funding).
5. Timing / Duration
Timing : 5th
call (June 2001)
Duration : 18
months
6. References
The Railway Infrastructure Package,
COM (1999) 616.
The communication/draft directive on
interoperability in the European conventional rail network, COM (1999) 617.
Communication on rail freight.
7. Links
FP4 Transport Programme projects:
INTELFRET, EUFRANET, IMPULSE, TERMINET.
FP5 Thematic Network on “Rail
Freight Services” (1st call, RAILSERV).
DG Energy and Transport policy
study: Single wagonload rail traffic.
FP4: ROSIN, ROGATE
FP5: TRAINCOM
8. Involvement of non-EU countries
Switzerland
and Central and Eastern Europe.
9. Consortium profile
A consortium of consultants, universities,
universities and other research organisations/institutes with a strong experience
in the task subject, combined with train operators, rolling stock leasing
companies/private wagon owners, and railway supply industry.
Task 2.1.1/11 Transport
information Agent for accessing the different ETIS
(European Transport policy Information System) data sources
1. Problem description
The European Union and its Member States have a
joint commitment to the principles of sustainable development in the transport
sector and the European Union’s Common Transport Policy (CTP) serves as a
framework for achieving it. The Common Transport Policy should be supported –
among other things- by the establishment of a European Transport policy
Information System (ETIS). ETIS will be an information system of integrated
tools (decision support, modelling, presentation tools-GIS, databases etc.) to
assist policy makers at European level to analyse European transport related
strategic issues. There is a need to develop an appropriate tool-transport
information agent-, specialised on transport data and model applications that
should enable these operations. Such a tool would be an important module of a
European Transport policy Information System that will serve as a basis for
transport planning and policy formulation.
ETIS agent will be a necessary separate
interface that will enable the decomposition, processing and re-composition of
the information, bringing an added value.
2. Task description
The
European Transport policy Information System will be based on information flows
coming from different sources.
The transport information agent will be the
interface level of the ETIS between the user and the data sources. It will
possess the following 5 characteristics:
- It will be a communication facilitator
passing information to different information systems,
- It will have filtering capabilities in order
to deal with confidential information,
- It will be capable of doing basic arithmetic
operations,
- It will be an object-oriented information
translator bridging information based on different platforms,
- It will be an integrator and compiler of
various information elements.
One of the first steps towards the development
should be to identify user requirements as well as the appropriate technology
for ETIS agent. The selected technology and the agent itself should be
compatible with the already developed tools during the 4th FP, the
system architecture and data structure.
Even more there should be a close co-operation
with the other 5th FP ETIS projects and especially with the ETIS
Thematic network which would be appointed to strategically steer the ETIS
development.
A real prototype will be built that will
process automated information flows on a case study that should link
international/national/local information systems that serve nodal points of the
European transportation network, i.e. airports, ports, intermodal transport
interchange nodes, logistic centres and industrial actors.
3. Expected results
Development of a software tool that should be
tested in a pilot case study, linking and automatically processing data from
selected transport information systems or data deriving from relevant tools
(decision support, modelling etc.).
This tool will be the user key access to the ETIS system.
4. Type of contract
Accompanying Measure (up to 100%
funding)
5. Timing / Duration
Timing : 5th call (June 2001)
Duration : 24 months
6. Reference
Communication on The Common
Transport Policy, Sustainable mobility: “Perspectives for the Future
(COM(1998)716 final)_Paras 36, ANNEX II, B.1”
7. Links
INFOSTAT, MESUDEMO, CONCERTO, BRIDGES,
ASSEMBLING, TEST, MEST, (FP4 Transport program), SPOTLIGHTS, ATOM, 1st
call of the 5th FP Sustainable mobility and Intermodality key action, task 2.1.1/9 “Development of a
European Transport policy Information System (ETIS) as a basis for transport
planning and policy formulation” 3rd call 5th Sustainable
mobility and Intermodality key action,
task 2.1.1/2 “Observatory of the performance of the European airport system.
Assessment of the impact of air-traffic in the airports.” 5th call 5th FP Sustainable mobility and
Intermodality key action
8. Involvement of non-EU countries
As
appropriate
9.
Consortium profile
Public commercial organisations, Private
commercial organisations, Universities, other research institutions. Other EU
institution being involved should be EUROSTAT.
Task 2.1.1/12 Observatory
of the performance of the European airport system. Assessment of the impact of
air-traffic in the airports
1. Problem description
In recent years air transport recorded a strong
growth in the volume of output produced and sold. Predictions are that total
air transport demand in the European area will grow with an average 5-6% in the
next two decades. A direct impact of this significant development is major
congestion problems that will be aggravated in the years to come (e.g.
bottlenecks in the air transportation system, delays at airports, environmental
and safety problems, unreliable and inefficient intermodal connections). These
problems are to a great extent due to insufficient airport capacity and/or to
inefficient operation of the European airports network. Access to reliable and
updated information on the performance of the airports and the parameters that
affect this performance, could help the EU policy makers to decide upon new
policies for addressing airport capacity utilisation, assessing
development/investments decisions for airports, promoting and facilitating
measures to interconnect with other modes of transportation developing improved
airport accessibility solutions and assessing the effects of the implementation
of current rules on slots allocation. These policy issues are related to main
European transport policies, namely, the creation of the Single European Sky,
the completion of the liberalisation of the air transportation sector, the
development of the Trans-European Transport Network all by ensuring Sustainable
Development of Transportation.
The research work that took place in
the 4th and 5th FP has concentrated on the assembling of
intermodal data (passengers and freight movements), the elaboration of
origin/destination data as well as on studies that examined ways to integrate
information and make it more accessible to users. The integration of the above
data on a common system for the aviation sector could be visible through the
establishment of an airport observatory at a pan-European level.
2. Task description
The role of an airport observatory
is to enhance the organisation, sharing and exploitation of existing but
disperse information.
The development of a network of airport
observatories at a European level would enable policy makers and public
servants have access to transport information such as:-O/D
matrices-Geographical Information -Infrastructure data –Intermodal data-Environmental
impacts – Performance Indicators - Connection to urban transportation modes.
Transport policy makers at the
European level will be able to use the observatory as basic source to establish
new policies concerning: a) airport capacity utilisation b) airport performance
c) investments on new airports, d) interconnection to other modes of
transportation. e) investments in the infrastructure for a better operation of
the intermodality network, f) utilisation of slots, g) land use planning h) airport
surface access. This information will be used for the assessment of the overall
network performance and efficiency.
The initial steps in this task
should be:
- to assess the available transport
information and identify the sources (by making use of existing results)
- to identify the information needed
according to the user requirements being described above,
- to define the framework under
which the establishment and maintenance of the network of airport observatories
will be feasible,
- to establish the network,
- to assess the state of the art
whatever concerns the observatory layout, user interface and technologies used.
The results of the analysis phase should be
directly implemented by establishing a network of airport observatories where
different airports at a European level will be connected. This network of
observatories, if successful, will be a prototype.
The proposal should take into account recent
developments in the airports sector, namely, airport competition and airport
privatisation.
3. Expected results
Establishment of a network of
observatories linked to European airports.
Development of appropriate tools and
methodologies.
The final aim is the assessment existing
policies and the development of new initiatives with the aim to optimise
airport capacity utilisation and by large the entire transportation network in
Europe.
4. Type of contract
RTD project (up to 50% EU funding)
5. Timing / Duration
Timing : 5th
call (June 2001)
Duration : 24
months
6. Reference
Communication on The Common
Transport Policy, Sustainable mobility: “Perspectives for the Future
(COM(1998)716 final)_Paras 13, 35,45,46, ANNEX I A.1, A.2, A.3, ANNEX II B.1,
B.2, C.1, C.2”.
7. Links
INFOSTAT, DATELINE, (FP4 Transport
program), sub-tasks 2&3 of task 2.1.1/9 “Development of a European
Transport policy Information System (ETIS) as a basis for transport planning
and policy formulation” 3rd call 5th FP Sustainable mobility and Intermodality key action, OPAL project 5th FP Sustainable mobility and
Intermodality key action
8. Involvement of
non-EU countries
As
appropriate
9. Consortium profile
Public
commercial organisations, Private commercial organisations, Universities, other
research institutions, airports. Other organisations/EU institutions involved
should be Eurocontrol, ACI Europe, Eurostat.
Task 2.1.2/9 The
e-Economy and its transport consequences
1.
Problem description
The European Union
has concerned itself with the development of electronic communications in
Europe most notably at the Fiera European Council of June 2000 at which the
Council and Commission presented a eEurope Action Plan. In March 2001, the Commission hosted a
conference “The e-Economy in Europe: Its potential impact on EU enterprises and
policies at which senior business executives, EU Commissioners and other actors
in the field shared their expectations for the e-Economy in Europe. The eEurope Action Plan is targeted to
deliver in 2002, although it is recognised that some issues will remain to be
resolved after that date. In the domain
of transport, the rapid advances in communication technology are providing a
growing number of choices to transport users in answering their business and
operational needs, as well as citizen's personal transport requirements. There is much evidence of the broad effects
of this new driver of transport, but the detailed effects of e-commerce and
e-life in general on the transport chain (both the material chain and in the
movement of passengers), including analysis of changes in the urban transport
patterns and competitiveness of cities, and the analysis of mobility decision
choices are not well understood. The
choice of transport mode now permits what some would term e-materialisation
where goods formerly moved physically are shipped, at least in part,
electronically. The new technologies
allow fundamental changes to be made in trade and business practices
particularly e-commerce, e-work and e-shopping which alter the divisions and
relativities within the transport chain.
In turn, transport patterns particularly in our cities and regions can
be expected to be modified leading to a reorientation of the use of current
infrastructure and the need for new infrastructure. The consequences can also be expected to be reflected in changes
to the hitherto conventional approach to that shippers, transport operators and
individuals apply to their modal choices.
2. Task
description
The task is divided into three interconnected
parts.
Task 2.1.1/3a: research into the key decision points and issues that form the basis
of movement choice for freight and for passengers and which can be expected to
drive the future transport system. The
research should look into the business and commercial decision choices and the
choices for the individual traveller.
Any consequences of the choice profiles deduced should be noted,
particularly as they affect the research of Parts b & c below.
Task 2.1.1/3b: an analysis of the change in the balance of the use of modes in
reaction to e-commerce and e-life changes, with an analysis of the transfer
from material modes to the alternatives involving electronic transfer or what
could be termed and e-mode. This
analysis would include the full implications of changes in the transport chain
estimated over the forthcoming decade up to 2010 and would be soundly based on
the current knowledge available on the interaction of the e-Economy and
transport. A number of case study examples would be expected to illustrate the
changes. This task would also draw on the output of Part a above.
Task 2.1.1/3c: an analysis of the changes that would be expected in the patterns of
traffic in cities, and the effect that such changes might have on the
competitiveness of cities. In
particular, impacts on the structure of the urban transport system, the modes
of transport used and the temporal distribution of trips, as well as the amount
of energy produced and the environmental pollution produced that can be
expected amongst other impacts. This
analysis would provide an insight on the changing use of transport (and related
infrastructure) and would assist the planning of such resources over the decade
up to 2010. This sub-task would also draw on the output of Part a above.
3.
Expected results
Results would be
grouped to provide:
·
Firstly, from an initial phase to
coincide with the eEurope initiative's target date of the year 2002. For this element of the research, the
research period would be considered to be 12 months after the commencement of
the contract.
·
Secondly, a consolidation of the full
transport consequences of the electronic revolution that can be foreseen for
the period up to the 2010 study period to be available at the conclusion of the
full research period and presented for each of the parts a, b, and c above.
In addition:
Results from part (a) would detail the key
points of decision on modal choice at the present time and the changing
importance of these up to 2010, including any new decision opportunities
identified, such as those which might arise from a switch from conventional
modes to and e-mode.
Results from part
(b) would detail the impacts on modal split, including an e-mode. The implications on the transport chain in
freight transport and linked impacts on passenger transport would be provided. Case studies would illustrate through
examples where modal changes were to be found to be significant.
Results from part
(c) would provide a time-based analysis and the impact of predicted changes to
city transport resulting from the development of electronic communications and
its consequent effects on patterns of behaviour of citizens in cities. In particular:
·
an overview of the knowledge and
understanding of the issues involved;
·
a detailed analysis involving a
substantial number of both European and beyond Europe Case Studies;
·
a validation of results through expert
workshops (involving experts from Europe and from outside Europe) would be
expected.
4. Type
of contract
Accompanying measure, contribution up to 100%
of total costs
5.
Timing / Duration
Timing : 5th
call (June 2001)
Duration : 24 months, with a major output expected at 12 months
6.
Reference
Communication on
The Common Transport Policy, Sustainable mobility: “Perspectives for the Future
(COM(1998)716 final); Commission White Paper on transport policy (expected
Spring 2001); eEurope Communications:
eEurope 2002 – An information society for all – Action Plan (June 2000);
eEurope 2002 Update (Nov. 2000) (eEurope details: http://europa.eu.int/comm/information_society/policy/index_en.htm) ;
OECD Seminar on The impact of e-commerce on Transport ; COST Actions 306,
310, 330 and particularly COST 320 on The Impact of EDI on Transport.
7.
Links
5th Framework
Programme - IST programme; current research on European transport futures - 5th
FP and IPTS Futures 1 & 2 studies; project cluster on knowledge-based
society impact on transport.
8.
Involvement of non-EU countries
Accession Countries; countries with research
Science and Technology Agreements with the EU.
9.
Consortium profile
Small consortium of
researchers in appropriate disciplines, supported by a group of end-users of
the results. Specific expertise for the
development of methodologies for analysis should be included.
Task 2.1.3/10 Use of revenues from transport pricing
1.
Problem description
Efficient pricing,
as put forward in the white paper Fair
Payment for Infrastructure Use, aims to make the most efficient use of
transport infrastructure through the establishment of a pricing system based on
the marginal costs of usage. These costs include the so-called ‘direct costs’ -
stemming from the different levels of wear and tear imposed by users - and
‘external costs’ like congestion, accidents, environmental damage and noise.
Various research projects have estimated that the revenues from efficient
pricing, when implemented to all modes of transport, are sufficient to cover
investment needs of the transport sector as a whole. However, when it comes to
individual modes, different regions and specific links or nodes of the
networks, efficient pricing often leads to deficits or surpluses.
When efficient
pricing does not suffice to cover the costs of socio-economically profitable
transport investments, a modification of the charging system may be called for.
This is especially the case for rail with high fixed investment costs and
relatively low costs of use. Also roads and airports in sparsely populated
regions of the EU as well as in accession countries are unlikely to recover all
costs. On the other hand, in congested areas, typically urban areas, where
possibilities to expand road capacity can be limited, efficient prices for road
use can lead to considerable financial surpluses. At the same time, many cities
face problems in funding extensions to the public transport system. In the air
sector, surplus revenues from the busiest airports are sometimes used to
cross-subsidise regional airports on the so-called ‘network basis’.
The white paper
leaves the decisions of how to cover deficits and how to use surpluses to the
Member States on the basis of subsidiarity. The textbook solution is to cover
the deficits from and to return the surpluses to the general budget. However,
as in the end all taxation is more or less distortive and as perfect
instruments do not exist, different national approaches might lead to further
distortions within the transport sector but also in other areas of the economy.
Also the citizens, for many reasons, do not feel that the textbook solution is
fair or even efficient but often claim local use of revenues and application of
the ‘beneficiary pays’ principle.
To date research
has mainly looked at pricing principles for efficient use of the existing
transport system and for internalising external costs. How to use surplus
revenues or how to finance deficits, which might occur, has rarely if at all
been looked at. Yet, the potential benefits of earmarking new or existing
charges or taxes to specific investment projects or programmes or to be used
locally where the money is collected have been raised in e.g. the UK, Germany
or in Switzerland. Earmarking has also been identified as one prerequisite for
public acceptance for new pricing measures, especially in the case of road
pricing.
2. Task description
The aim of the task
is to examine options for the use of surplus revenues from the application of
marginal cost based pricing in one mode or region for covering deficits arising
in other modes or regions. The trade-offs between economic efficiency, public
acceptability and equity as well as legal/institutional constraints will be
looked at. The research will consist of the following three subtasks:
(i)
Development of a theoretically sound
framework for linking pricing and taxation of the use of transport
infrastructure to investments in transport based on welfare economic principles
and other relevant literature. The framework should ensure efficient use of the
transport system in the short run and take into account the longer-term
investment needs and strategies of the sector. The task will also feed into and
bring together the work done in subtask (ii) and (iii) for a regional and local
application respectively. It will also look at the interlinkages between local
and national pricing / financing issues and revenue transfers as defined in
subtasks (ii) and (iii). The research should build on the existing vast
literature on pricing principles as well as work done by the High Level Group
and other equivalent initiatives.
(ii)
Assessment of the prerequisites and
modalities for the creation and implementation of national and regional
multimodal as well as unimodal transport investment funds. The advantages and
disadvantages of the funds will be assessed in the light of the findings of
subtask (i). The emphasis of subtask (ii) is on long distance inter-urban
transport and should cover all relevant networks and modes.
(iii)
Development of efficient, fair and
acceptable solutions for the use of revenues from marginal cost pricing (and
other pricing regimes) in cities and addressing the investment needs of the
urban transport system. The costs and benefits in terms of efficiency and
equity will be assessed in the light of the findings of subtask (i) and taking
account of various institutional and legal constraints. All relevant urban
transport modes should be covered.
The three subtasks
should cover all individual transport modes as well as both freight and
passenger transport. Pricing and financing of both links and nodes of the
networks should be included. Earmarking of revenues as well as cross-funding
between modes of transport and within an individual mode will be analysed. The
research should analyse prevailing legal aspects and constraint and propose
solutions in terms of legislative changes and effective institutional set-ups.
The consequences to public-private-partnerships should also be assessed.
The feasibility of
the approaches developed in subtasks (ii) and (iii) should be validated in a
series of concrete case studies, comprising of at least three interurban
corridors or regions as well as three urban cases. An assessment of costs and
benefits as well as distributional impacts will be made, including a comparison
with the current way of financing. The case studies should be chosen as to
reflect the different investment requirements and revenue potential of the
individual modes as well as the different geographical and other
characteristics of the European countries and cities.
The task should
actively liase with the thematic networks of the second call, viz. on Implementation of marginal cost
pricing in transport (task 2.1.3/2 part b) and on Transalpine crossing (task
2.1.1/8).
3. Expected results
Solutions to
combine pricing of the existing transport system and investments in transport
infrastructure (financing). Concrete suggestions of how to finance the fixed
cost of a certain transport project in different modes with least distortions
and adverse distributional effects, these could include e.g. access charges in
the form of two-part tariffs, regional cross-subsidies, inter-modal
cross-subsidies, etc.
4. Type of contract
Accompanying
measure (up to 100% EU funding).
5. Timing / Duration
Timing : 5th call (June 2001)
Duration : 24 months
6. References
White Paper on Fair
Payment for Infrastructure Use: a Phased Approach to a Common Transport
Infrastructure Charging Framework in the EU (COM/98/466 final 22.07.19998);
Communication on the Common Transport Policy, Sustainable Mobility:
Perspectives for the Future (COM(1998) 716 final), various references
especially 15, 42, 10 on Fair and Efficient Pricing; High Level Group on
Infrastructure Charging.
7. Links
AFFORD, CAPRI,
COST342, PATS, PETS, PRIMA, TRENEN from the FP4 Transport Programme, UNITE,
DESIRE, PROGRESS and CUPID from the first call and tasks 2.1.1/8, 2.1.2/4,
2.1.3/2, 2.1.2/5, 2.1.3/4 from the 2nd and 3rd calls of
the FP5 key action Sustainable Mobility and Intermodality.
8. Involvement of non-EU countries
The participation
of the accession countries would be a clear benefit, especially to take into
account the potentially different financing needs and possibilities due to
their different transport systems and economic structures. Switzerland as well
as some other European and non-European countries have also practical
experience of transport funds, which could be of interest to the task.
9. Consortium profile
Academia and
research institutes experienced in efficient pricing, financing issues as well
as socio-economic assessment and with close links to infrastructure managers
and operators and financing bodies in the field.
Task 2.1.2/11 Institutional issues in transport policy
implementation
1. Problem description
In the transport sector, institutional structures differ considerably
with regards their relation with the different modes and European countries.
Commercial provision of air, maritime and road transport services has existed
since long, whereas for infrastructure both public and private provision
co-exist. For rail, the process of separating infrastructure from operations and
open access is still underdeveloped. Also very different decision-making
structures and hierarchies prevail in the different European Union Member
States and even more so in the accession countries, when it comes to defining
and implementing policies that affect the transport system. Decisions on
investments, subsidies and state aids, taxation, etc. can be made at the
national, regional or local level and can involve several different Ministries
and other authorities.
The differences in institutional structures can lead to distortions in
competition, to lengthy lobbying processes and to unnecessary delays and
modifications to the policy implementation unless effectively addressed already
in the policy definition phase. Investment policies and cost recovery and
subsidies of both infrastructure provision and operation are examples of areas
where such distortions can occur. Problems can occur in modes where both the
public and private sectors operate simultaneously, as is the case e.g. in the
ports sector or for public transport in cities. Distortion to competition is
possible also between regions and countries, e.g. when it comes to the
implementation of transport pricing or to implementing measures to curtail
green house gas emissions.
Better understanding of the underlying institutional structures will
help to avoid these problems and to define more effective policy tools.
2. Task description
The objective of the task is to develop a framework for the analysis of
the decision making processes and the different roles of decision making
governing bodies, cities and regions and other relevant organisations have in
implementing transport policies and consequently in achieving a well
functioning and efficient transport system.
The task should start by identifying the most pressing problems faced
by the policy makers in implementing transport policy. It will comprise of a
thorough review of the system in place and of a series of case studies using
examples from current European transport issues that cover all modes of
transport and both passenger and freight transport. The analysis and case
studies should also include examples from the accession countries. These issues
to be looked at in more detail could include e.g. public vs. private provision
of infrastructure or public transport services, regulation vs. deregulation as
a way to achieve efficiency, national taxation vs. local charging, bilateral
agreements with non-EU countries vs. co-ordinated EU action, etc.
The task should also examine and propose, from the point of view of
definition and implementation of transport policy on a European scale, possible
combinations of Member States and European actions that would best facilitate
the implementation of transport policy. Bodies associated with the public sector
could well be involved.
3. Expected results
Better understanding of the implications and constraints of different
organisational and regulatory settings and of the subsidiarity principle in
reaching the objectives of transport policy.
4. Type of contract
Accompanying measure (up to 100% EU funding).
5. Timing / Duration
Timing : 5th
call (June 2001)
Duration : 24 months
6. Reference
Communication on The Common Transport Policy, Sustainable Mobility:
Perspectives for the Future (COM (1998) 716 final), various references
especially paras 5, 8, 16, 44.
7. Links
AFFORD, CODE-TEN, POSSUM, TENASSESS, TRENEN from the 4th
Framework Transport Research Programme. Tasks 2.1.2/5, 2.1.2/6, 2.1.2/7,
2.1.3/7 of the 3rd call of the FP5 key action Sustainable Mobility
and Intermodality.
8. Involvement of non-EU
countries
Given the different economic situations, transport systems and
institutional settings in the accession countries and other Eastern European
countries, participation of these countries is recommended.
9. Consortium profile
Academia and research institutes with experience in institutional and
evolutionary economic and political sciences and with good knowledge of the
political and policy making systems prevailing in the transport modes in the
different European countries.
Task 2.2.2/12 Scrappage Schemes for road and rail
vehicles
1.
Problem description
In the wake of the
Auto-Oil II Programme and the Kyoto Protocol the Commission has launched a
series of legislative and research actions to improve the environmental
performance of the transport system, especially of the road fleet. The present action will complete this set of
projects in that it helps to shorten the time lag between new vehicle technologies
entering in the market and their wide spread use. Changes in cost structures
(such as gross increases in fuel cost), changes in life style or transport
needs could provide reasons for vehicle owners to switch to more
environmentally friendly ways of transport. For this to happen, information is
essential, possibly accompanied by financial incentives to scrap badly
performing vehicles. It is important to notice that this project will not deal
with the scrappage technologies.
2.
Task description
The project will analyse
previous scrappage schemes (e.g. Denmark 1994/95, Greece 1991-93). It will then develop and assess different
designs of srappage schemes addressing the following topics:
·
information and decision support tools for different
groups of vehicle owners (private, fleet operators) in combination with Green
Labelling of road vehicles on vehicle renewal
·
market simulation model taking into account different
cost structures for repair and purchase
·
identification of potential conflicts with other
policy objectives, e.g. road safety; vehicle life cycles
·
bundling with related measures (e.g. combination with
environmental zoning, fiscal measures)
·
different (projected) fleet compositions, short
term/long term, local, regional, global
·
financing (tax reductions, bonuses, funds, private/public
sources)
·
setting of standards to which vehicles need to be
repaired and maintained
·
basis for financial incentive (e.g. scrappage of an
old vehicle or purchase of a specific kind of new vehicle)
·
timing (duration, identification of best point in
time)
·
verification/enforcement
·
Co-operation of different levels of government and
assignment of responsibilities
·
Social acceptability of older vehicles
·
legal, institutional issues including the role of
different actors (motor industry, different levels of government, vehicle
inspectorates, garages, touring clubs)
The parts of the
assessment that are relevant to air pollution should be undertaken on a basis
compatible to the Auto-Oil II assessment.
3.
Expected results
·
market simulation model
·
decision support tool for vehicle owners
·
best practice handbook
4.
Type of contract
Accompanying Measure (up
to 100% EC funding).
5.
Timing / Duration
Timing : 5th call (June 2001)
Duration : 24 months
6.
References
Auto-Oil II Programme
ECMT report (ECMT/CM(99)26/final
of June 1999 ‘Conclusions and recommendations on scrappage schemes and their
role in improving the environmental performance of the car fleet’
Environmental Management
System (EMS), Green Accounting for shippers and hauliers, ISO 14001 for environmental
management.
7.
Links
Links should be
established with the CLEANDER-DRIVE project developing environmental labelling
for road vehicles
8.
Involvement of non-EU countries
Actors from Central and
Eastern European Countries should be involved.
9.
Consortium profile
Transport economists, experts on rail and road
vehicles.
Task 2.2.3/15 Methodology to
collate flight/operational and human factors data to improve safety trend
analysis within the air transport system
1. Problem description
Trend analysis using an incident database is
currently one of the main sources of identification of air transport system
deficiencies and weaknesses. The aviation databases, as currently realised, do
not completely provide an integration between all “aircraft system” data (i.e.,
aircraft data, operational data, environmental data, crew and/or human factors
data).
On the other hand, the recognition of the
“human factors” as primary or contributing factors in above 80% of aviation
accidents and incidents calls for a development of a database that collates all
the above described types of data, and permits the development of new kind of
trend analyses for the identification of the weaknesses of the air transport
system and human operator as a whole, including the human factors and
human-machine interactions issues.
2. Task description
The objective of the task is to develop new
methodologies and models (taxonomies) to attempt to correlate
aircraft/operational data (e.g. FDR data) and human factors data, and develop
corresponding analysis methods to identify causal factors which lead to
accidents and incidents. This work should build on the work that has been
carried out, or in on-going, in Europe, the US and at the ICAO level.
These methodologies and analysis methods should
be sufficiently “objective” and “easy to implement”, in order that, in the
longer term, non-specialised personnel or developers of the database could be
able to assemble data and to develop trend analysis through the database.
A great issue concerning the development of
such a database is the identification and the gathering of appropriate data to
input to the database.
For this reason, the development of
flight/operational and HF data collation methodologies and analysis methods
would need to be carried out in parallel with the identification of the data
gathering and manageability procedures.
A careful analysis of other works that are in
progress on this concern should be also conducted.
3. Expected results
New
methodologies and models to correlate aircraft/operational data (e.g. FDR data)
and human factors data and corresponding analysis methods to identify causal
factors which lead to accidents and incidents.
4. Type of contract
RTD project
(up to 50% EU funding).
5. Timing / Duration
Timing :
5th call (June 2001)
Duration :
3 years
6. Reference
Communication
on The Common Transport Policy, Sustainable mobility: Perspectives for the
Future (COM (1998) 716 final) Paras
19,20,21,30,33,45,48
7. Links
Human
Factors related projects from DG-TREN particularly Ecottris, Jartel and Essai, and JAA studies. ECC-AIRS and Eucare
data sources.
8. Involvement of non EU-countries
As
appropriate
9. Consortium profile
Airlines,
research centres, manufacturers, certification authorities
Task
2.2.3/16 Life-cycle safety impact
assessment for road planning, design, construction, operation, and maintenance.
1. Problem description
Inadequate road, roadside furniture
and other road systems design, construction, operation or maintenance cause
accidents that could have been avoidable. Although some EU Member States have
road safety audit schemes that are mandatory in a road planning and design
phase, no comprehensive European scheme exists for the safety assessment of new
and existing roads, that combines active (prevention) and passive safety
characteristics.
2. Task description
This task aims
to develop safety guidelines for road infrastructure from a whole life-cycle
point of view, including impact assessment and cost/benefit assessment. The
project may study conditions that generate accidents, and define critical
safety conditions. The project should address the concept of a
"self-explaining road", aiming to minimise human error. The research
work should consider the development of guidelines for a "forgiving road
environment", allowing for certain human mistakes without having fatal
consequences.
3. Expected results
-
Recommended
European road life-cycle safety audit protocol.
-
Comprehensive
guidelines and recommendations for design, construction, operation and
maintenance of road systems (e.g. road layout, roadside furniture, safety
systems, signing, etc.).
-
Road
infrastructure safety declaration model for various types of roads and roadside
furniture, for various categories of road users.
4. Type of contract
RTD project
(up to 50% funding)
5. Timing / Duration
Timing: 5th call (June 2001)
Duration: 3 years
6. References
Project will
be part of the Thematic Network on Cost/Benefit and Cost-Effectiveness
Assessment Tools for Road Safety/Environment Measures. Also possible links with
Key Action 3 (Land Transport and Marine Technologies).
7. Links
The work will
start from the results of various 4FP projects, such as ARROWS (safety
guidelines for road workzones), SAFESTAR (safety guidelines for road design and
redesign), Traffic Safety Model (safety declaration model), and TROPIC 2
(guidelines for Variable Message Signs). The work shall also explicitly take
into account the results of COST Action 331 (Requirements for Horizontal Road Marking).
There is also a link with the 4th Framework Programme Thematic
Network on European Vehicle Passive Safety. Link with 5th Framework
Programme Thematic Network on Cost/Benefit and Cost-Effectiveness Assessment
Tools for Road Safety/Environment Measures. Various links with national studies
on black-spot treatment, and European Road Federation study on black spots.
8. Involvement of non-EU countries
Potential area for research
co-operation with third countries if in conformity with Community interest. Participation
of Central and Eastern European Countries is welcomed. Particular reference is
made to the Transportation Research Board (TRB) Subcommittee on
"International Human Factors Guideline for Road Systems".
9. Consortium profile
The expertise needed to successfully perform
the research work in this task comprises road design engineering, ergonomics or
human factors design engineering, mechanical engineering, computer modelling,
and psychology. Early end-user involvement (road and systems designers) is
regarded as crucial for the implementation of the project results.
Task 2.2.3/17 Further
development of road vehicle safety standards
1.
Problem description
Central
strategy in road safety policy is to avoid road accidents from occurring
(primary safety), and to reduce the consequences when an accident happens
(secondary safety). The objective of this task is to assess and increase the
safety performance of vehicles both in terms of primary vehicle safety and
secondary vehicle safety. The principal aim is to improve road vehicle crash
performance, and subsequently road vehicle occupant survivability, in the most
common crash types.
2. Task description
The research
task aims to improve crash compatibility performance between road vehicles, and
to improve and validate crash compatibility testing procedures. The aim is to
improve the protection of comparatively more vulnerable occupants of
structurally weaker vehicles when involved in vehicle-to-vehicle crashes, while
safeguarding the safety of occupants of structurally stronger vehicles.
3. Expected results
Framework for
comparing crash compatibility performance between different categories of
passenger cars, and other road vehicles. Development of a crash compatibility
rating system. Design recommendations to improve crash performance between
different categories of road vehicles. Recommendations for improved crash
compatibility testing procedures. Assessment of the potential to include crash
compatibility testing procedures into the European New Car Assessment Programme
(EuroNCAP).
4. Type of contract
RTD project
(up to 50% funding)
5. Timing / Duration
Timing: 5th call (June 2001)
Duration: 3 years
6. References
Project will
be part of the Thematic Network on Cost/Benefit and Cost-Effectiveness
Assessment Tools for Road Safety/Environment Measures. Link with Key Action 3
(Land Transport and Marine Technologies).
7. Links
The research
will integrate the results of 4FP projects ADRIA, Compatibility and Traffic
Safety Model. There is also a link with the 4th Framework Programme
Thematic Network on European Vehicle Passive Safety. Links with 5FP projects
FID and ECBOS.
8. Involvement of non-EU countries
As appropriate
9. Consortium profile
The expertise needed to successfully perform
the research work in this task comprises biomechanics, mechanical engineering,
vehicle engineering, mathematical and computer modelling, possibly added by
(industrial) design engineering.
Task 2.2.3/18 Thematic
Network on Safety in tunnels
1. Problem description
There is a need for a common European approach
to manage safety in tunnels, both road and rail, in order to prevent accidents
and incidents from happening, to develop methods and routines for managing
evacuations and providing security for persons and goods, and assessing and
investigating accidents and incidents. It is important to consider both
accidents of persons, goods (dangerous goods as well as non-dangerous goods)
and collective transport. As some recent accidents have shown, the organisational
aspects of tunnel management are of great importance. It is therefore
appropriate to investigate organisational needs and to identify and propose
solutions for national and cross-border traffic and to demonstrate the best
practises.
The problems with tunnel safety are mainly with
existing tunnels. The work should therefore focus on developing guidelines to
enhance safety in existing tunnels (including tunnel redesign/reconstruction)
with less focus on new (not yet built) tunnels. The primary focus should be on
road tunnels, but rail tunnels should be considered as well. Special attention
should be given to the assessment of solutions for preventing accidents
(“active safety”) and methods for how to reduce the time-gap after an accident
has happened until passengers are safely evacuated (“passive safety”).
2. Task description
The main emphasis on this task is bringing
together operational expertise in tunnel safety, rather than conducting new
research & development activities.
The work should aim to cover the following
issues:
-
To
assess traffic management methods in tunnels and on access routes (traffic
monitoring, surveillance and control, information and communication with
drivers) both for normal, incident and accident conditions in tunnels.
-
To
assess and validate methods and routines ameliorating tunnel safety for
accident prevention, including tunnel maintenance management and
incident/accident detection, taking into account already existing and new
solutions of incident detection equipment.
-
To integrate
and validate methods and techniques in order to minimise the consequences of
accidents when they occur. This means for example fire and smoke and air
control, smoke and fire propagation models, evacuation and intervention
management, infrastructure design for evacuation (service tunnels, escapes,
emergency lighting, passenger survivability space), fire fighting equipment
(manual/automatic, infrastructure based/on-board).
-
To
develop a harmonised calculation method for estimating the safety level of tunnels,
taking account the individual characteristics, e.g. road type, traffic
volume/composition, cross-section, tunnel length and active/passive safety
measures/equipment.
-
To
identify requirements for further data collection for tunnel accident investigation
systems/protocols to be able to carry out follow-up investigations and
reconstruction of incidents as well as tunnel risk assessment.
-
To demonstrate the systems, concepts, and techniques
mention above in order to obtain an integrated approach to safety in tunnels
and evaluate its cost-effectiveness.
3.
Expected results
The expected final result of the Thematic
Network is to produce a comprehensive set of guidelines to improve safety in
existing tunnels, covering:
-
guidelines
and recommendations for tunnel occupant evacuation, incident and accident
management methods and systems;
-
proposals
for and assessment of tunnel and traffic monitoring systems;
-
tools
for tunnel risk assessment;
-
proposals
for harmonisation, legislation and standardisation;
-
benchmarking
evaluation tools for dedicated solutions;
-
recommendations for improved safety management in
tunnels, including organisational and institutional issues such as training,
education, conducting excersises and drills, incident and accident investigations,
etc.
4.
Type of contract
Thematic Network (up to
100% EC funding)
5.
Timing / Duration
Timing: 5th call (June
2001)
Duration: 24-36 months
6.
References
Policy relation with the
EC Road Safety Communication "Promoting Road Safety in the EU" (COM(97)
131 final), and "Priorities in EU Road Safety" (COM(2000) 125 final).
PIARC (World Road
Association) report from June 1999 on recommendations on smoke and fire
evacuation and pending OECD/PIARC report concerning dangerous goods in tunnels.
Civil Protection Action
Programme.
UN/ECE/WP1 (United
Nations/Economic Commission for Europe/Working Party 1) on road signals for
tunnel application.
7.
Links
Activities of PIARC C5
Road Tunnel Committee.
TEN (Trans European
Networks) projects, e.g. CORVETTE and SERTI.
Action Line 1.5.1 of the
IST Workplan 2000.
Key Action "Land
Transport and Marine Technologies". Thematic Network on Fire in Tunnels
(FIT). OSIS project (simulation of fires in underground structures).
8.
Involvement of non-EU countries
As appropriate
9. Consortium profile
The consortium should reflect on the cross-border and cross-regional
specific problems. Relevant authorities must be involved, such as road and
civil protection authorities (in order to co-ordinate the research with ongoing
activities) police and tunnel operators.
Task 2.2.3/19 Designing a
database structure for in-depth road accident investigation
1. Problem description
Decision-makers
in road safety primarily need both quantitative and qualitative accident
information in order to identify areas where improvements in safety could be
made. Road accident data, which comprise an important subset of road safety
information, are required to support the development of policy measures, or
technological improvements, which could prevent accidents and reduce the number
and severity of their consequent casualties and property damage. Road accident
data, collected by the police and registered in national databases and
subsequently in the CARE Community database, is essential for the identification
of problem areas and the development of new policy measures, as well as for
monitoring the effectiveness of past policy measures.
National road accident statistics mostly provide
an assessment of accident circumstances which may or may not include causation.
However, more detailed (in-depth) data concerning the performance of vehicle
structures and safety equipment in crashes, together with a detailed
assessement of injury sustained by car occupants, are essential for assessing
injury and accident causation. Such
data are already collected by several teams in Europe, for a restricted number
of accidents, but the number of accidents investigated is limited by the
relatively high cost of detailed investigation. Since the possibility of
increasing the sample size of accidents for in depth analysis is very limited,
it is necessary to make the best possible use of existing information. This
requires a framework to promote the exchange of data between different
collection systems to see if meaningful linkages can be established which will
enhance accident analysis and, in particular, accident and injury causation.
The problem can be broken down into four main objectives:
·
To build
the conditions for in-depth accident data exchange.
·
To
demonstrate the potential of enlarged use of in-depth datasets for evaluation
of selected measures (e.g. front and side impact Directives, modern restraint
and airbag systems, pedestrian and (motor)cyclist protection…).
·
To assess
the potential of smart road accident data collection tools to assist (in-depth)
accident investigators and further facilitate data exchange.
·
It is considered to be
a requirement that consortium partners are to share data and to allow access to
it.
2. Task description
The work will be
based on existing in-depth accident and injury frameworks, defining
common/compatible data, and conditions for data exchange. Based on a common
framework, a prototype in-depth accident information core database will be
developed, that will be used for the assessment of selected road safety
measures. In parallel, the potential of smart tools for in-depth accident data
collection and analysis will be assessed, and requirements for these tools will
be defined.
The aim is to identify
commonly reported data variables and their associated values in national
systems, then to define them, and then to assess if they can be transformed
into common data variables, which can be combined to increase sample size.
3. Expected results
To set up and
validate a dictionary of in-depth data elements with common variables and
values, covering both secondary and primary safety. Add-on data elements will
be defined for specific types of accident investigations. A common format and
structure will also be specified to ensure compatibility of data sets. The work should document the transformation of
national values to achieve compatibility in data variables.
A prototype of
an in-depth accident information core database. Safety impact assessments of
selected road safety policy initiatives.
Special
attention needs to be devoted to data access, data use, and data ownership
issues.
Requirements for
"smart tools" for accident data collection.
4. Type of contract
Accompanying
Measure (up to 100% EC funding)
5. Timing / Duration
Timing : 5th call (June 2001)
Duration : 24-36 months
6. Reference
Policy relation
with the EC Road Safety Communication (Promoting Road Safety in the EU) COM(97)
131 final.
7. Links
4FP DG-Transport
STAIRS project (linking national accident databases with in-depth accident
data). Project could provide input to the DG-Research Thematic Network on
Vehicle Passive Safety. Links with the development of the CARE database, the
CAREplus project, and CRASH (EU road safety information system).
Link with COST Action 327 (Motorcycle Safety Helmets). Potential links with the
EACS project (ACEA), the MAIDS project (ACEM), the OECD-RTR project on
motorcycle crash investigations, the EuroNCAP programme, and similar projects.
8. Involvement of non-EU countries
As setting up EU
harmonised road accident databases and information systems is an important
policy issue, participation of first and second wave accession countries is
particularly welcomed.
9. Consortium profile
The work will require expertise in areas such
as accidentology, traumatology and vehicle technology.
Task 2.2.4/2 Establishment
of harmonised security and safety procedures for freight intermodal transport
operations
1. Problem description
The secure and safe cross border intermodal
transportation of goods is a major problem for transport operators, either when
transporting the goods (on different transport means), when crossing borders,
or when leaving the units unattended.
The lack of security reduces the attractiveness
of intermodal transport. Safe transportation is important for the staff
involved and for the protection of the environment especially when moving
dangerous goods in transport operations or in terminals. The different rules
and practices that are used in the individual transport modes and different
Member States creates extra burdens where intermodal services are concerned.
The main objective of this task is to
understand these safety and security constraints on intermodal transport and to
develop and demonstrate methods for solving or removing these problems. An
important aspect is to consider the human factors in safety problems and
develop support systems for operatives to improve safety and reduce or mitigate
the effects of accidents.
Secondly to improve the security of intermodal
transport units, particularly against theft and damages either inside terminals
or during the transport.
Finally to build consensus on promising
harmonised safety and security procedures and techniques when using intermodal
transport. To help move towards common national and international standards to
support cross border intermodal transport, vehicles, terminals etc.
2. Task description
Subtask 1: Understanding, developing and
demonstrating
The review of existing procedures and
practises, either public or private, when using intermodal/combined transport.
This could include an inventory and assessment of existing data on problems
e.g. incidents, technologies, procedures and rules. linked to security and
safety as well as the identification of best and worst examples. The
characteristics of individual modes must be taken into account.
Requirements associated with the transport of
dangerous goods on the transport networks and inside terminals should be
clearly addressed together with operational aspects and human factors. The
research should include approval procedures for intermodal transport units with
the aim to harmonise them in the framework of relevant conventions and
agreements.
Harmonise security procedures for intermodal
transport operations and to promote the organisation and implementation of
security measures on door to door transport chains as well as early warning and
cargo security systems.
A practical systematic approach to preventing
safety and security problems on international door to door transport chains
(including the terminals).
This may be supported by international door to
door demonstrations and implementation e.g. automatic detection systems for
security problems, alarm systems for safety problems etc.
Subtask 2: Consensus building and dissemination
To develop and disseminate a common
understanding of the safety and security problems amongst all relevant actors
and to build towards standardised procedures and practices across all regions
and modes. In particular to support and further develop international standards
and regulations e.g. IMO code for the safe carriage of dangerous goods and
similar etc.
3. Expected results
Clear knowledge and categorisation of security
and safety problems which impede the development of intermodal transport.
Recommendations, tools and technologies to
establish higher levels of security and safety when using intermodal transport
recognised and accepted at international level.
Raised awareness of the problems and solutions
to the safe and secure intermodal transport.
4. Type of contract
Subtask 1: Combined project.
Subtask 2: Thematic network
5. Timing / Duration
Timing : 5th Call (June 2001)
Duration : Subtask
1: 18 months.
Subtask 2: up to 24
months
6. Reference
Work programme – subtask 2.2.3
7. Links
Information Society actions
Tracking and tracing projects
Environment protection and management of
dangerous goods in ports and terminals.
e.g. INTERMODAL, INFOLOG, Cargo Black Box
8. Involvement of
non-EU countries
As appropriate
9. Consortium profile
Transport operators (representing all water and
land modes), insurance companies, research institutes, consultants,
owners/financiers of intermodal transport units and main transport actors for
the research and demonstration part. In addition for the Thematic Network
international organisation and standardisation bodies.
Task 2.2.5/8 Strengthening
the professional knowledge of local and regional transport planners
1. Problem description
The professional knowledge and competences
required from persons responsible for planning and management of local and
regional transport systems is changing rapidly. The results of Commission
sponsored research projects in the field of clean urban transport and energy
efficiency are at the forefront of developments, for instance in areas such as
clean and energy efficient vehicles, public transport organisation, mobility
management and marketing, land use planning, intelligent transport systems and
economic instruments for demand management.
Community research results play an increasingly
important role in the development of policies and related research activities
at local, regional and national level. Transferring knowledge from Community
research and the policy context of this research can therefore strengthen the
link with research and policy activities undertaken at local, regional and
national level, with the objective to support the change processes at these
levels.
2. Task description
A broad and coherent approach is needed to
reach the different actors in the sector, and therefore particular attention
should be paid to the activities of the other relevant projects mentioned. The
mechanism developed in this task directly addresses mid career professional
staff working in local/regional authorities and at public transport operators.
The objective of this task is to develop a
European training programme consisting of a yearly series of a limited number
of seminars, each seminar focusing on some key topics. Latest results of Community
research should be the starting point for the teaching programme and materials,
and should be presented by project partners involved in the relevant projects.
The policy dimension of the research should receive particular attention.
Each year, a group of up to 50 participants
should be selected through an open procedure, with the help of an external
advisory committee. This quality control committee must include representatives
from public and private sector ‘end-users’ and the research world. A geographical
and gender balance must be ensured. After the first year the programme should
be evaluated, and if necessary modified, and then re-run for the two following
years.
3. Expected results
·
A well
targeted training programme of seminars that takes place at different locations
in Europe, aimed at mid career professional staff working at local and regional
authorities and transport operators;
·
Starting
point is a user-needs assessment, which will form the basis for the selection
of the contents of the seminars;
·
A well
targeted teaching-programme and development of teaching materials specifically
aimed at this user group, building upon the most advanced knowledge gathered
through research and developed in co-operation with relevant projects from the
energy and the transport programmes;
·
Establishment
of links with other activities at EU and at national level in the field of
knowledge development and training of professional staff working the
local/regional transport sector;
·
A
highly visible information campaign and selection procedure of candidates.
For the development of teaching materials,
duplication with the work undertaken and the documents produced by the PORTAL
project must be avoided.
4. Type of contract
Accompanying measure (up to 100% EU funding).
Although, the contract is foreseen as
‘accompanying measure’, the Commission estimates that a reasonable EU
contribution for this task would be up to 65% of the total costs.
The Commissions’ contribution could cover the
organisational costs of the seminars (preparation of course materials,
speakers, venues) plus a very modest contribution to the travel and subsistence
costs of the seminar participants.
5. Timing / Duration
Timing : 5th
Call (June 2001)
Duration : 36
months
6. Reference
Key action work programme: subtask 2.2.5 (Human
factors).
7. Links
A wide approach is needed to disseminate
research results to the different actors in the local and regional transport
sector. Besides this new task, three current other activities are relevant: the
PORTAL project (development of project-based teaching materials for leading
European educational institutions), the new thematic network on public
transport launched under the third call for proposals (dissemination of project
results through networks of operators and authorities and the internet); and
the EXTRA project (dissemination of project results at programme level).
8. Involvement of non-EU countries
The seminars should aim at participants from
the EU and Accession Countries. If a clear specific and different user demand
can be identified, an additional separate yearly programme could be run that is
targeted specifically at participants from Accession Countries but that follows
the characteristics described under 2.
9. Consortium profile
It is expected that a small group of
organisations experienced in developing and running educational programmes will
constitute the core of the consortium. Proposals must include evidence of
support by public and private stakeholders from the sector in order to ensure a
user-driven approach.
Task 2.3.1/21 Intelligent
Shipping Operations
1. Problem description
The shipping industry – at sea as well on-shore
– faces a number of organisational and technical challenges which needs to be
addressed in order to enhance the role of shipping as one key element of
sustainable transport.
From an organisational point of view,
especially IT developments have a tremendous impact on society. New forms of
business and trade (B2B, e-commerce) are making their way into daily life.
Transport and shipping have always been a support for trade and in particular
for international trade. Hence shipping has to adapt its operations, not only
to fit into the new business environment, but also to actively exploit the new
opportunities.
Windows of opportunities for the operational
integration and development exist in the field of combination of automation and
information technologies and accurate positioning as well as cargo-related
information and procedures in integrated solutions that match with the new
trade and business requirements.
In order to adapt shipping operations to the
new reality, several aspects will have to be addressed. Firstly, the
documentation that supports the cargo transactions needs to be integrated with
traffic management, terminal and ship operations. Secondly, the onboard data
infrastructures needs to become an active data provider to on-shore networks of
information, in order to enhance logistics and efficiency of maritime
transport.
From a technical point of view, enhanced sensor
technology together with new applications have improved the capability to
anticipate and detect malfunctions, changes in performance, loading conditions
etc., innovative possibilities for increased automation of command, control,
alarm and information functions have to be exploited.
Some significant results in this respect have
been already achieved in European R&D projects as well as by the industry
and are either commercially exploited or currently dealt with at international
standardisation bodies.
The Integrated Ship Control (ISC) concept
already now supports ‘Voyage Data Recorder’ (VDR) and provides the conceptual
standard and platform for the integration, organisation and display of all
viable information to the operator for actual decision-making, partly supported
by decision support tools or expert systems, but both further development,
increased standardisation and training could benefit from a visionary view in
order to determine future applications for more efficient and safe, i.e.
intelligent shipping operations.
On a tactical level, one needs to address the
actual reliability and standardisation of systems and interfaces as well as the
quality of information in order to ensure safety and efficient performance of shipping
in the transport network and to ensure increased cost-benefit through the
interoperability and compatibility of equipment and procedures.
2. Task description
To develop perspective thinking on the impact
of the information society in the world of shipping.
To provide an advanced view and future
perspectives on ‘intelligent shipping operations’ (high quality, safe and
efficient) that meet societal demands for sustainable transport, mapping
potential solutions to the organisational and technical issues mentioned.
To asses the user requirements as well as the
functional requirements for solutions to organisational and technical
challenges.
To assess the operational integration of
generic telematics and IT techniques with a view to support demonstrations.
To assess the full potential of technologies in
view of further automation of shipping operations and maintenance, under normal
conditions (navigation and port operations) and in case of emergency
situations.
To assess the potential of linking shipborne
information and communication systems with shore-based management and
information systems in order to improve overall shipping operations and
integrate them into the overall transport chain.
To outline requirements to procedural
harmonisation and estimate potential benefits from full equipment
interoperability in shipping.
To establish the background for pilot
implementations and demonstrations of solutions.
3. Expected results
§
State
of the art
§
Technology
assessment and forecast
§
User
requirements
§
Concepts
and harmonised procedures for integration
§
Identification
and validation of new applications in operational scenarios
§
Cost/benefit
analysis
§
Business
and exploitation plans
§
Identification
of socio-economic impacts
§
Identification
of specific familiarisation and training needs
4. Type of contract
RTD project
(up to 50% funding)
