Additional Information Document

 

 

5th Call for Proposals

 

 

Task Descriptions

 

Key Action

Sustainable Mobility and Intermodality

 

 

Thematic Programme

“Competitive and Sustainable Growth”

 

 

5th Framework Programme

 

 

 


 

INTRODUCTION

 

This document gives additional information concerning the specifications and objectives of all tasks foreseen in the fifth call for proposals of the Key Action “Sustainable Mobility and Intermodality” of the Thematic Programme “Competitive and Sustainable Growth”.

 

All proposals submitted for this Key Action in the framework of these periodic calls should address one of these tasks or sub-tasks as indicated in the task description, all of which are linked with the strategy and priorities defined for this call in the work programme, as updated.

 

The first three digits of the reference number mentioned together with each task title indicate the work programme reference number. An example: 2.1.1 stands for “Socio-economic scenarios for the mobility of people and goods”, subheading “Quantitative tools for decision making”. The number after the slash is the sequential number of the task within one research area following the last number of the pevious call.

 

Involvement of Non-EU countries (Item 8). Entities from Associated States to the Fifth Framework Programme are always welcome to participate. The information given within this item aims at inviting more expresly consortia to involve their entities for a given task, and sometimes entities from other identified third countries.

 

This document can also be downloaded from the Homepage of Programme 3 on the Internet:

 

http://www.cordis.lu/growth

 

Appended to this document, you can find the list of tasks launched in the 1st call  (March 1999), in the 2nd call (December 1999), in the 3rd call (June 2000) and in the 4th call (December 2000).


TASK DESCRIPTIONS

 

5thCALL. June 2001


 

 

OVERVIEW OF TASKS

5th CALL – JUNE 2001

 

 

I. SMART RAIL

 

Objective 2.2  Infrastructures and their interfaces with transport means and systems

 

2.2.3       Safety

2.2.3/14  New approach to railway safety management

 

Objective 2.3  Modal and intermodal transport management systems

 

2.3.1       Traffic management systems

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)

 

2.3.2       Transport and mobility services

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

2.3.2/17 Improvements in efficiency and service quality of the European wagon load system

 

 

II. OTHER PRIORITIES

 

Objective 2.1  Socio-economic scenarios for mobility of people and goods

 

2.1.1       Quantitative tools for decision-making

2.1.1/11  Transport information Agent for accessing the different ETIS

(European Transport policy Information System) data sources.

2.1.1/12 Observatory of the performance of the European airport system. Assessment of the impact of air-traffic in the airports

 

2.1.2       Driving forces in transport

2.1.2/9    The e-Economy and its transport consequences

 

2.1.3       Policies for sustainable mobility

2.1.3/10 Use of revenues from transport pricing

2.1.2/11 Institutional issues in transport policy implementation

 

Objective 2.2  Infrastructures and their interfaces with transport means and systems

 

2.2.2      Environment

2.2.2/12 Scrappage Schemes for road and rail vehicles

 

 

 

2.2.3       Safety

2.2.3/15  Methodology to collate flight/operational and human factors data to improve safety trend analysis within the air transport system

2.2.3/16  Life-cycle safety impact assessment of road planning, design, construction, operation and maintenance

2.2.3/17  Further development of road vehicle safety standards

2.2.3/18 Thematic Network on Safety in tunnels

2.2.3/19  Designing a database structure for in-depth road accident investigation

 

2.2.4       Security

2.2.4/2   Establishment of harmonised security and safety procedures for freight intermodal transport operations

           

2.2.5       Human Factors

2.2.5/8    Strengthening the professional knowledge of local and regional transport

               planners.

 

Objective 2.3  Modal and intermodal transport management systems

 

2.3.1       Traffic management systems

2.3.1/21  Intelligent shipping operations

 

 

III. KEY ACTION SUPPORT

 

2.0/1       Development of a web-based Transport RTD Knowledge Centre

 

 


SMART RAIL

 


 

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.

 


OTHER PRIORITIES


 

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)[fj1] 

·        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.

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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)

 

 

 


 

5. Timing  / Duration

 

Timing :            5th Call (June 2001)

Duration :         30 months

 

6. References

 

Workprogramme – chapter 2.3.1. The Development of Short Sea Shipping in Europe: A Dynamic Alternative in a Sustainable Transport Chain – Second two-yearly progress report, COM(1999) 317 final, Communication from the Commission to the European Parliament and the Council on a second set of Community measures on maritime safety following the sinking of the oil tanker ERIKA, COM(2000) 802 final.

 

7. Links

 

Projects such as Atomos, Disc, VTMIS-Net, Embarc, Bopcom, Marnet, Prosit, Infolog, Intermodal Portal. Thematic Networks such as Technisec, Themis, Themes, Logicat and Advances. Links should  be established to previous or ongoing work in the IST programme. 

 

8. Involvement of non-EU countries

 

As appropriate

 

9. Consortium profile

 

The consortium should reflect a balanced composition between research institutions and laboratories, industrial key stakeholders and public authorities - shipping companies, traffic centers, ports, ship equipment manufacturers, service provider, training institutions.


KEY ACTION SUPPORT


 

Task 2.0/1 Development of a web-based Transport RTD Knowledge Centre

 

1. Problem description

 

Well-targeted and well-structured communication and dissemination are vital in order to raise awareness of, and to ensure effective access to, research results in the transport field.  At the moment, the European Commission puts very significant effort into the generation of transport RTD results via the framework programmes, but the level of dissemination is at a low level in comparison to what could be achieved. Therefore, the way in which researchers, decision-makers and other stakeholders obtain the information or guidance necessary to exploit the results should be improved.  By having much wider and easier access to both intermediate and final results, which have been generated not only at European level, but also at national[1] level, new developments can be realised with higher efficiency and substantially reduced duplication.  Thus, a substantial additional contribution can be made to efficiency, safety and environmental protection in the transport sector.  Such dissemination will need to maximise the use of research, industrial and policy networks, and must take into account changing political priorities.  The Internet offers a huge potential to disseminate the RTD results extensively, quickly, comprehensively and cost-effectively.

 

2. Task description

 

The main objective is to generate a comprehensive, web-based Knowledge Centre containing the majority of European Commission framework programme transport RTD project results, including summaries, project final reports and public deliverables, and to links this with other relevant transport RTD programme sites in an integrated network.  Important additional aspects are:

 

-           the requirement to build on existing work (e.g. the EXTRA project on Fourth Framework programme dissemination).

-           the requirement to have an effective, agreed structure in order to provide user-friendly access to the results.

-           the monitoring of national research activities (objectives, instruments, procedures, financing, etc…) in the field with the aim of creating a structured overview of, and interconnection with, these activities.

-           the development and implementation of a strategy to interconnect the web-based dissemination sites of national RTD programmes related to transport RTD.

-          the implementation of activities aimed at making the work of the transport RTD community transparent to “outsiders”; and in particular to policy makers.

-          the requirement for access to information to be differentiated according to the type of stakeholder and the subsequent development of a comprehensive reporting system for transport RTD.

-           the use of awareness-raising communications to highlight new results and other developments in the RTD programmes.

 

 

 

 

3. Expected results

 

§         Comprehensive web site hosting the Knowledge Centre

§         Awareness raising campaign to promote the Knowledge Centre to the full range of target audiences

§         Reporting system scheme

§         Annual overview report on national transport RTD activities and results, and in-depth reports in policy relevant areas

§         Electronic news service (providing brief, factual information on the latest changes and sources of further information)

§         Provision of access to previous results (integrating the material generated by EXTRA)

§         Publications aimed at providing a structured overview of EU RTD programme results and activities (e.g. thematic syntheses, project summaries , an annual catalogue/report on projects and their outputs)

§         Links to the web sites of ongoing projects within relevant EU and non-EU programmes

§         Information on transport RTD-related events

 

4. Type of contract

 

Accompanying Measure (up to 100% funding)

                                                                       

5. Timing / Duration

 

Timing :            5th call (June 2001)

Duration :         48 months

 

6. References

 

Articles 164 and 165 of the Treaty establishing the European Community. "Growth" work programme strategy for the Sustainable Mobility and Intermodality Key Action.

 

7. Links

 

FP4 Transport Programme project EXTRA web site (http://europa.eu.int/comm/transport/extra/home.html)

 

8. Involvement of non-EU countries

 

As appropriate

 

 

 

 

 

 

 

 

9. Consortium profile

 

The consortium should combine transport RTD skills and communications expertise. Possible participants could be: communications organisations, transport and RTD organisations, national and international research institutes, etc…

 


ANNEX

 

LIST OF TASKS

 

1st CALL. MARCH 1999

 

 

 

 

 

 

 

 

 

THESE TASKS ARE NOT OPEN


LIST OF TASKS

 

1st CALL. MARCH 1999

 

Objective 2.1  Socio-economic scenarios for mobility of people and goods

 

2.1.1       Quantitative tools for decision-making

2.1.1/1    Testing of methodologies for long distance passenger travel data

2.1.1/2   Transport network accounts and marginal costs in relation to fair payment for infrastructure use

2.1.1/3    Thematic network on policy and project evaluation methodologies

2.1.1/4    Understanding and predicting mobility trends and transport patterns

2.1.1/5    Transport Modelling and Exploration Tools

2.1.1/6    Analysis of the cost structure of door-to-door intermodal freight transport services and the conditions to optimise it.

2.1.1/7    Thematic network on Benchmarking in transport

 

2.1.2       Driving forces in transport

2.1.2/1    Effects on Transport of Trends in Logistics and Supply Chain Management

2.1.2/2    Role of third party logistics service providers and their impact on transport

2.1.2/3    Influencing transport intensity of economic growth

 

2.1.3       Policies for sustainable mobility

2.1.3/1    Changing legal and organisational frameworks in local public transport: assessing the impacts on roles and activities of key players  

 

Objective 2.2  Infrastructures and their interfaces with transport means and systems

 

2.2.1       Infrastructure development and maintenance

2.2.1/1    Integration between local and regional rail, incl. cross-border aspects

2.2.1/2   Improvement of cross-border connections for local and regional passenger transport

2.2.1/3    Optimisation of the use of semitrailers in the intermodal transport chain

2.2.1/4    Thematic Network on freight transfer points and terminals

2.2.1/5    Integration of horizontal transhipment techniques in intermodal transport operations

2.2.1/6    Total Airport Optimisation by Simulation, including land-side

2.2.1/7    Thematic Network on maintenance and management of railway infrastructure

2.2.1/8    Condition based, and reliability centred, maintenance of railway infrastructure

2.2.1/9    Automated underground distribution and tube transportation systems

 

2.2.2       Environment

2.2.2/1    Thematic network on transport and the environment

2.2.2/2    Monitoring emissions from transport, including particulates

2.2.2/3    In-service Test Procedures for Road Vehicle Emissions

2.2.2/4    Thematic network on the integration of new generation vehicles into the transport system

2.2.2/5    Tools and strategies for reduced source noise and vibrations from trains


2.2.3       Safety

2.2.3/1    Cost/benefit analysis of regulations and investments to optimise air transport safety

2.2.3/2    Improve the regulatory framework for the implementation of new operational concepts and technologies in air transport

2.2.3/3    Thematic Network on Safety Assessment in Waterborne Transport      

2.2.3/4                Cost-efficient integration of new safety technologies to improve Quality Shipping

2.2.3/5    Thematic Network on Cost/Benefit and Cost-Effectiveness Assessment Tools for Road Safety/Environment Measures.

2.2.3/6    Further Development of Road Vehicle Safety Standards

2.2.3/7    Drivers' and Riders' Physical Fitness and Physical State.

 

2.2.4       Security

2.2.4/1    Security in local and regional public transport

 

2.2.5       Human factors

2.2.5/1   Training to improve the safety of air transport operations

2.2.5/2   Driver Training and Hazard Perception

2.2.5/3   Thematic Network on Maritime Education, Training and Certification

2.2.5/4   Promoting the take up of project results by leading educational institutions

 

Objective 2.3  Modal and intermodal transport management systems

 

2.3.1       Traffic management systems

2.3.1/1    Extension of ERTMS System specification

2.3.1/2   The definition and management of a master plan for ATM validation

2.3.1/3    Full Airport A-SMGCS Test Trial

2.3.1/4   Assessment of User Needs for Traffic Information and Traffic Management and their Reaction to Methods of Information Provision.

2.3.1/5   Enhanced Road Traffic Simulation for Transport Strategy Assessment.

2.3.1/6   Implementation scenarios and impact assessment of advanced driver assistance systems

2.3.1/7                Thematic Network for the creation of an intermodal framework for freight transport information and management services.

2.3.1/8   Designs for inter-urban road pricing schemes 

2.3.1/9    Testing the effectiveness and acceptance of urban pricing schemes

2.3.1/10  Thematic Network on Waterborne Traffic Management and Information Services

 

2.3.2       Transport and mobility services

2.3.2/1    Thematic Network on rail freight services

2.3.2/2    Innovative Waterborne Transport  Concepts

2.3.2/3    Thematic Network on an Operational Platform for Quality Shipping

2.3.2/4    Thematic Network on movement of goods in urban areas 

2.3.2/5   Mobility management - new partnerships to encourage sustainable travel

2.3.2/6    Travel awareness, communication, education and publicity

 

 

 

 


ANNEX

 

LIST OF TASKS

 

2nd CALL. DECEMBER 1999

 

 

 

THESE TASKS ARE NOT OPEN


 

 

LIST OF TASKS

 

2nd CALL. DECEMBER 1999

 

Objective 2.1  Socio-economic scenarios for mobility of people and goods

 

2.1.1       Quantitative tools for decision-making

2.1.1/8   Thematic Network on transalpine crossing

 

2.1.2       Driving forces in transport

2.1.2/4   Cluster on socio-economic impacts of transport investments and policies and network effects

 

2.1.3       Policies for sustainable mobility

2.1.3/2   Implementation of marginal cost pricing in transport

 

Objective 2.2  Infrastructures and their interfaces with transport means and systems

 

2.2.1       Infrastructure development and maintenance

2.2.1/10  Improved tools for railway infrastructure capacity and access management

2.2.1/11  Road infrastructure pavement maintenance management

2.2.1/12  Thematic Network on airport activities

 

2.2.2       Environment

2.2.2/6   Use and Integration of New-generation Vehicles and Radically Improved Propulsion Systems in the Transport System

2.2.2/7   Assessment and development of mitigation measures and procedures for environmentally friendly shipping operations

 

2.2.3       Safety

2.2.3/8    Drivers' and Riders' Physical Fitness and Physical State

2.2.3/9    Safety in tunnels

 

2.2.5       Human factors

2.2.5/5   Training concepts for improved cross-border train operations

2.2.5/6   Development of methodologies and performance measures to assess long term safety implications of new in-vehicle technologies including HMI for road transport.

 

Objective 2.3  Modal and intermodal transport management systems

 

2.3.1       Traffic management systems

2.3.1/11  Thematic Network on Air Transport and ATM Validation activities

2.3.1/12 Assessment of new concepts for ship and shore traffic management and information systems (VTMIS) to improve efficiency in waterborne transport operations

 

 

 

 

2.3.2      Transport and mobility services

2.3.2/7   Innovative intermodal transport solutions for non-unitised cargoes and other specific market segment

2.3.2/8    Integration of air freight transport in the intermodal transport chain

 


ANNEX

 

LIST OF TASKS

 

3rd CALL. JUNE 2000

 

 

 

THESE TASKS ARE NOT OPEN

 


OVERVIEW OF TASKS

 

3rd CALL. JUNE 2000

 

Objective 2.1  Socio-economic scenarios for mobility of people and goods

 

2.1.1       Quantitative tools for decision-making

2.1.1/9   Development of a European Transport policy Information System (ETIS) as a basis for transport planning and policy formulation

2.1.1/10 Designing a database structure for in-depth road accident investigation

 

2.1.2       Driving forces in transport

2.1.2/5    Economic, environmental and social for the sustainable development of transport

2.1.2/6    Implications of non-transport policies and societal developments on mobility

2.1.2/7    European transport visions beyond 2020

2.1.2/8    Potential of intermodal freight transport for modal shift

 

2.1.3       Policies for sustainable mobility

2.1.3/3    Thematic Network on common issues of transport research concerning European and North American Countries 

2.1.3/4    Economic instruments, regulation and physical measures for achieving transport policy objectives

2.1.3/5    Thematic network on local and regional public transport

2.1.3/6    Best practices in decision-taking on local and regional transport schemes

2.1.3/7    Designing local transport policy to integrate freight transport

 

Objective 2.2  Infrastructures and their interfaces with transport means and systems

 

2.2.1       Infrastructure development and maintenance

2.2.1/13 Improvement of intermodal freight terminal operations at border crossing terminals including CEECs

2.2.1/14 Improvement of intermodal transport operations in terminals

2.2.1/15 Assessment of the availability of intermodal transport means and suitable infrastructure in CEECs to implement co-operation on Trans-European intermodal transport between EU and CEECs

2.2.1/16 Strengthening the interoperability in intermodal transport chains at the level of equipment, infrastructure and transport means

2.2.1/17  Optimising railway network development

2.2.1/18  Road Infrastructure Materials

2.2.1/19  Integration of passenger terminals in intermodal transport networks

2.2.1/20 Arrival/departure/ground movement integration for air transport operations

2.2.1/21  Enhancement of port operations and management to improve Quality Shipping

2.2.1/22 High-speed vessels: identification of requirements and impact assessment

 

2.2.2       Environment

2.2.2/8    Vehicle/tyre/road noise abatement measures

2.2.2/9    Thematic network on the integration of environment in the transport policy

2.2.2/10  Reducing the impact of noise and emissions from land transport in urban areas

2.2.2/11 Assessment of environmentally friendly operations for dangerous goods in ports and other terminals

 

2.2.3       Safety

2.2.3/10  Thematic network on cost/benefit and cost/effectiveness assessment tools for road safety measures

2.2.3/11  Impact assessment of procedures and technologies to increase air transport system capacity and safety, and reduce environmental impact

2.2.3/12  Emergency evacuation of Very Large Transport Aircraft           

2.2.3/13  Increased aircraft passenger survivability through the application of automotive design philosophies

 

2.2.5       Human factors

2.2.5/7   Improved accessibility between station platforms and trains for heavy rail

 

Objective 2.3  Modal and intermodal transport management systems

 

2.3.1       Traffic management systems

2.3.1/13 Demonstration of an integrated management and communication system for door-to-door intermodal freight transport operations

2.3.1/14 Requirements for urban train control systems

2.3.1/15 Specification and assessment of data collection and communication strategies for road traffic data management and traffic information systems

2.3.1/16 Road speed management methods assessment

2.3.1/17 Operational Platform for a European ATM system in the medium term timeframe (2005 – 2010)

2.3.1/18 Advanced airport approach procedures implementation

2.3.1/19 Operational Platform for River Information Services (RIS)  

 

2.3.2       Transport and mobility services

2.3.2/9   Door-to-door services for less than container load (LCL) and small consignments

2.3.2/10  Fast cargo trains in cross-border traffic

2.3.2/11  Intermediate mass transport: innovative bus/tram concepts

2.3.2/12 Integrated mobility services in low-density rural areas

2.3.2/13 Non technical issues linked to cross-border intermodal traveller information, reservation ant ticketing services complimentary to rail journeys

2.3.2/14 Thematic network on the development of European strategies to promote short sea shipping, sea-river and inland navigation

2.3.2/15 Optimised waterborne operations in support of a European Northern Dimension. Operational Platform


ANNEX

 

LIST OF TASKS

 

4th CALL. December 2000

 

 

 

THESE TASKS ARE NOT OPEN


OVERVIEW OF TASKS

 

4th CALL – December 2000

 

CIVITAS

 

Objective 2.1  Socio-economic scenarios for mobility of people and goods

 

2.1.3       Policies for sustainable mobility

2.1.3/8    Increasing the urban transport system’s sustainability and efficiency through radical strategies for Clean Urban Transport

2.1.3/9    Accompanying measure for monitoring and evaluating the introduction of radical strategies for Clean Urban Transport

 

 

GALILEO

Objective 2.3 Modal and intermodal transport management systems

2.3.3       Second Generation GNSS

2.3.3/6    Local elements definition

2.3.3/7    Impact of interoperability on the system definition

2.3.3/8    Frequencies allocation and protection, Certification and Standardisation

2.3.3/9    Development and optimal use of satellite navigation for all modes of transport

2.3.3/10  Detailed service analysis

2.3.3/11  Legal, institutional and regulatory framework for GALILEO



[1] "National" refers to EU Member States and Associated States to the Framework Programme


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