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CONTENTS
1. FOREWORD.......................................................................................5
2. EXECUTIVE SUMMARY....................................................................6
1. FOREWORD
Rail is a vital service to global society and the The greatest challenge, however, is to
transport backbone of a sustainable economy. meet all the above goals while remaining
It has an unprecedented opportunity to economically affordable for everybody in
achieve the sustainability which is required countries all around the world, and not only
for the twenty first century. By doing so, in those with a high per capita income.
Rail will be able to respond to the expected
growth in transport demand, both passenger In this strategic process which requires
and freight. continuous improvement, fine-tuning and
adaptation, UIC plays a crucial role as driver,
The UIC International Railway Research disseminator, knowledge manager as well
Board (IRRB) has prepared the UIC Global as platform for discussion and exchange of
Vision for Railway Development (GVRD) experience and best practice.
structured around the core themes set
out in the strategic documents of the UIC UIC takes a holistic approach, keeping in
Regions (e.g. Challenge 2050, Rail Technical view the effects of each measure considered
Strategy Europe (RTSE), Asia-Pacific on the railway system as a whole, preparing
Regional Strategy and the strategy paper the different possible ways to reach the
of the African Region, Destination 2040), future “Digital railway”.
as well as other relevant documents such as
Being a global organisation, UIC has the
the Strategic Rail Research and Innovation
vision of global dimension of the railways,
Agenda (SRRIA) published by ERRAC, the
which requires for better efficiency and
European Rail Research Advisory Council.
effectiveness a convergence of currently
The GVRD can help railways develop and existing technical systems and solutions.
optimise rail systems of the future in order 5
In order to achieve economies of scale
to realise opportunities and satisfy customer
and seamlessness of operation, UIC has
and societal requirements.
continued its efforts to bring national and
To meet the numerous challenges ahead regional specificities of the rail system closer
(demographic development, climate change, together – where such specificities are
etc.) the global rail sector must increasingly unavoidable – to optimise their inclusion into
rely on its innovative potential so as to a globally coherent and interoperable system.
deliver smart solutions as regards safety, International Railway Standards (IRS) are
security, punctuality, availability, accessibility, also an important factor in achieving this.
seamless operation, capacity, connectivity,
sustainability and other performances.
2. EXECUTIVE SUMMARY
In order to attract more passenger and Rail being a technically much more complex
freight customers and consistently satisfy transport mode than the road, it is essential
their requirements, more innovative and to take an integrated system view. For this
cost-effective ways need to be identified purpose, the following structure has been
and implemented to increase punctuality, chosen:
safety-security and capacity, improve per-
formance at a system level and remove bar- The fundamental values of the railway system:
riers to seamless intermodal transport and ÀÀ Safety,
railway interoperability.
ÀÀ Security,
The UIC Global Vision for Railway Develop- ÀÀ Sustainability.
ment wants to provide a system-oriented
reference to seek appropriate solutions for Its main assets:
future challenges, using an approach which ÀÀ Rolling Stock,
has originally been developed for road trans- ÀÀ Infrastructure,
port, the “forever open” concept.
ÀÀ Control, Command, Communication and
The “forever open” concept comprises the Signalling,
following central elements:
ÀÀ Information Technology,
ÀÀ Adaptability: focusing on ways to allow
operators to respond in a flexible man- ÀÀ Its human resources.
ner to changes in users’ demands and The vision of how the future should look like,
constraints. objectives derived from that vision (how to
ÀÀ Enhanced Automation: focusing on the get there) and the enablers, which will allow
6 full integration of intelligent communica- fulfilling the objectives. The chapters dealing
tion technology (ICT) and applications with the respective elements of the Rail Sys-
between the user, the vehicle, traffic man- tem have been structured accordingly.
agement services and operation.
The final part of this document deals with
ÀÀ Resilience: focus on ensuring service lev- the principle tools used to make railways fit
els are maintained even under extreme for the future, namely
operating conditions. ÀÀ Training and Education,
This vision aims to provide railways lead- ÀÀ Standardisation and Harmonisation,
ers, infrastructure managers (IMs) and rail-
way undertakings (RUs) with best practice ÀÀ Research and Innovation,
and guidance to support their own national ÀÀ Asset Management,
strategies.
ÀÀ Information Management.
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
3.1 PASSENGERS
The passenger rail service deals with differ- 3.1.2 Regional
ent categories of customers through specifi-
cally designed services. The various passen- Regional rail serves as a backbone for local
ger rail market segments depend mainly on public transport (mainly commuter trans-
the distance travelled – long, medium and port) in many countries around the world but
short distance – and on the territory served – has to compete with private cars and lower
regional, suburban and urban. cost bus services. However, this rail market
segment is also one for which existing rail
Each rail market segment (high speed, main- infrastructure right-of-way is not used ac-
line, regional, urban and suburban) may cor- cording to its potential for supporting more
respond to specific customer needs mainly sustainable land use and transport policies.
depending on the distance and purpose of These services are mostly operated under
travel as well as on their expectations depend- public service contracts and they may share
ing upon their age, education, activity, gen- or not the infrastructure with mainline traffic.
der, income and possible reduced mobility. What is mostly at stake is an improved coor-
dination with other public transport services
To satisfy these requirements, the relevant 7
(ticketing, information to passengers, etc.)
passenger market segments may require and in regional mobility strategies whilst
specific design, construction, manufacture, maintaining the “traditional” rail strengths,
operations and maintenance conditions, and i.e. resilience, energy saving and capacity for
therefore may call for specific research needs mass transit.
summarised in the subsequent chapters.
The lifestyles of younger age groups with Major innovation trends in the rail sector
fewer car owners are expected to change by are based on integration technologies, i.e.
following multimodal travel options, particu- analogue components converging more
larly within cities, including walking and cy- and more with digital (computerised equip-
cling. Public transport and rail operators are ment, servers, sensors... interconnected by
expected to provide additional solutions for different more and more open communica-
first and last mile door-to-door long and me- tion networks...). Rail users are expecting full
dium distance travelling. functional digital communication and infor-
mation transmission travelling by rail.
Urban and heavy rail are further converg- journey information that keeps them abreast
ing in particular in urbanised areas and with of their varying journey options should prob-
regional rail into tram-train or metro-train lems arise with inter-connection with anoth-
(regional metro) concepts. High speed rail er modes or degraded operating conditions.
may promote lifestyles in which long dis-
tance commuting on a daily, week-end or As for freight, rail will increasingly replace
some days per week frequency become an road transport, in particular as regards dan-
increasingly common phenomenon. gerous goods. Technical and operational
interoperability on international rail freight
Semi or fully autonomous and alternatively corridors will substantially increase the com-
propelled car systems are seen to be a major petitiveness of rail as compared to other
competitor in 2030 to electrified rail mass transport modes. Perceived nuisance factors
transit if they are able to reach and demon- such as noise and vibration will be limited to
strate the safety level expected for driver- tolerable levels, thanks to technical innova-
less and public transports. However, limited tions, e.g. composite brake blocs.
range will continue to restrict the use of
electric road vehicles for long distance pas- As containerised rail service improves, the
senger traffic and heavy freight. In dense and length of the minimum competitive hauling
urbanised metropolitan regions of tomorrow distance in the US has decreased in some
it is expected that rail transit will retain its cases from perhaps 1000 km to 550 km.
major role, which is to prevent congestion
and open space consumption by moving and 3.3.2 Resulting Challenges
parking cars.
Significant improvements in cost-reductions
Sustainable mobility measures, namely local as well as reliability, availability, and main-
10 climate policy and planning aimed at car- tainability of the railway system has to be
bon emission reduction in cities and city re- achieved to make the vision described above
gions are causing a modal shift towards rail a reality.
transport. Park and ride and other commut-
Outstanding interdependent safety and se-
ing facilities will be further enhanced so as to
curity records remain the core feature or the
constrain car travelling to inner city centres in
rail system. Safety and security criteria will
line with more and more parking and access
further be harmonised and rationalised, thus
restrictions to be expected in urbanised areas
becoming a facilitator for shifting to rail rath-
throughout the world. These development
er than forming a barrier for interoperability.
strategies are enhancing as well long distance
rail services by making car travelling in inter- The rail system has to be affordable, acces-
city relation less comfortable than years ago. sible and attractive for all passengers, what-
ever their social and income status, their age
Long distance rail travelling services must
and individual characteristics along their
face the effect of climate change. More re-
lifetime, and their possible physical impair-
silient infrastructure with improved emer-
ment including persons with (temporally or
gency maintenance services are foreseen by
permanently) reduced mobility.
experts towards 2050, including passenger
information which in case of disruption also Delivering reliable, affordable and attrac-
provides travel alternatives to reach destina- tive rail services - in close coordination with
tions in time. The smart grid of the future will other transport modes and especially public
not be limited to the energy system, but will transport - is the core of seamless and sus-
represent a generalised facility for the future tainable mobility.
transport and rail network in general.
The priorities are therefore the following: iour and a better knowledge of potential
customers’ expectations as well as their
ÀÀ Take into account the growing demand
possible reactions to innovative mobility
for mobility at various territory scales
measures and services (by rail, by public
(from international to very local) and
transport and co-modal between public
the demographic change impacts on
transport and individual or shared private
customer needs,
modes), including new traffic and travel
ÀÀ Stress the important social focus on information services, or to the creation of
personal well-being and new transport infrastructure or facilities,
or even to new land use development and
ÀÀ Highlight changing trends in consumer
management policies,
behaviour as well as required behaviour-
al changes to guarantee the efficiency ÀÀ Data collection and analysis improvement
of sustainable transport policies. and harmonised statistics are essential for
sound and convincing economic studies
As a support to the improvement of custom- and traffic forecasts and for building cus-
ers’ experience, research shall contribute to tomer oriented business models,
develop a competitive and attractive service,
especially in the following areas: ÀÀ Studies have also to address the user’s
response to pricing policies both to facili-
ÀÀ LCC-approach (Life Cycle Cost based on
tate their travel by rail and public trans-
total cost of ownership) and mechanisms
port through integrated charging and
and especially the link between a dedicated
payment systems or to influence their
requirement and the consequences of its
modal choice and travel consumption
modification in terms of cost and benefits,
through pricing and taxation of transport
ÀÀ Enhancing big data analysis and manage- infrastructure and transport means. They 11
ment competence, have to cover the analysis of impact on
behaviour of various regulations favour-
ÀÀ Analysing specific consequences of dedi-
ing or restricting the ownership or use of
cated degraded or failed technical func-
transport modes depending on the area
tions on safety, so as to enable most ro-
to be sustained,
bust design on functions that are most
safety relevant, ÀÀ Forward planning and investment –
including new urban rail systems - provides
ÀÀ Develop and improve tools used for trans-
new capacity on busy corridors where the
portation planning, mobility monitoring or
route allows and where improvements in
mobility guidance. Improving the efficien-
operational arrangements are insufficient.
cy of the transportation systems requires
a better understanding of user behav-
4. THE “FOREVER OPEN” CONCEPT
The “Forever Open” Concept was originally Meanwhile, the “Forever Open” concept
generated for roads. It is aimed at ensuring has been extended also to other transport
that roads are able to meet the global chal- modes. The “Forever Open Railway” concept
lenges of the future, such as: includes in particular the following features:
ÀÀ Climate Change, ÀÀ Ensuring a non-discriminatory access to
infrastructure for operators and carriers,
ÀÀ Carbon Reduction, freight operators and forwarders - to the
ÀÀ Energy Generation, railway system as a whole (which requires
the creation and maintenance of neces-
ÀÀ Global Financial Crisis. sary reserves, with well-defined business
To achieve this, the next generation of roads targets, in traffic and carrying capacity).
shall comprise the following three elements: However, this does not apply to North
American Operations,
ÀÀ Adaptability: focusing on ways to allow
road operators to respond in a flexible ÀÀ Client-oriented, adaptable control of
manner to changes in users’ demands and the transportation process based on use
constraints, of information technology, allowing to
combine implementation of individual
ÀÀ Automation: focusing on the full integra- requirements of customers in terms of
tion of intelligent communication technol- routes, transportation speed etc. as well
ogy (ICT) applications between the user, as ensuring high utilisation of infrastruc-
the vehicle, traffic management services ture and rigid schedules,
and operation,
ÀÀ High level of automation on the basis of
ÀÀ Resilience: focusing on ensuring service sophisticated communication technolo-
12 levels are maintained under extreme op- gies between clients, sales departments
erating conditions. and traffic control, locomotive and train
crews and infrastructure services, the use
of “smart trains”, as well as the applica-
tion of “unmanned” automated systems,
including self-propelled rolling stock op-
erating in standalone mode,
ÀÀ Formation of open intermodal systems
for the global commodity circulation
based on (or at least with participation
of) railways,
ÀÀ Fault tolerance and interoperability of
traffic control in real time mode,
ÀÀ Organised, reliable, qualified staff, open
for interaction with customers and part-
ners, for the perception of innovation and
capable of ensuring efficient operation of
the railway system,
ÀÀ Elimination of language barriers as one
of the basic requirements towards further
improvement of traffic control system,
ÀÀ Development of techniques to improve
communication skills between train em-
ployees, traffic operating departments
and dispatch staff.
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
5.1 OVERVIEW
Rail is first and foremost a service business Essential to the growth of transport services
oriented system with physical and functional is the reduction of overall life cycle exploita-
areas which must be designed, constructed, tion costs of all rail sub-systems, minimisa-
operated and maintained in an integrated tion of the effects of obsolescence and the
manner while taking into account the impor- effective migration of emerging technologi-
tance of the interfaces between its constitu- cal innovation.
ent parts, some of which are safety critical
and upon which the integrity of the system Cost drivers must be transparent and tech-
depends. No part of the rail system should nology and standards adapted to local op-
therefore be developed without due consid- erating conditions without compromising
eration of the effects of the resulting chang- the safety of the rail network. Investment in
es on other parts of the system. new, more resource-efficient technologies
has and will continue to reduce the sector’s
In this system-based approach, complexity is costs.
managed by means of standardisation lead-
ing to improved interoperability. Resilience These modern technologies will reduce the
and efficiency can be ensured by fostering start-up timescales and costs for new servic-
the interaction of system components, the es and products and accelerate and facilitate
adoption of modular construction principles processes. The railway system will operate
13
and the support of automation. cost-beneficial passenger and freight ser-
vices on a “forever open” basis that is acces-
Crucial to a successful rail system is the de- sible and highly available (see above).
velopment of a set of harmonised operating
processes responding to International Rail Optimisation of the management of rail traf-
Standards (IRS). This level of system conver- fic is essential to minimising the cost of the
gence is for the benefit of deriving harmo- railway system and to improving capacity.
nised technical, operating and maintenance This requires not only a high level block sys-
(asset management, integration, evolution…) tem (as ETCS) but needs a more extended
requirements for rail technology and the im- bilateral communication between the trains
plementation of the railway services. This is and the traffic management systems.
needed for reliable interworking and will fos-
High reliability of system components will
ter the development of compatible compo-
lead to a highly reliable system which is a
nents to facilitate cross-utilisation through-
prerequisite for the development of track
out the system and to reduce the cost of
capacity. Targeted expansion projects will
production and maintenance. The IRSs are
encourage capacity growth and meet the
“Railway driven” standards, guidelines for
sector’s own high punctuality requirements.
maintenance, operation, integration, evolu-
tion, safety and security management and Service frequencies and train capacity will
are expressing the corresponding functional be such that passengers get the type of seat
requirements. The IRS are compliant with: they want and shippers the type of service
they need at times that suit them.
1. Industrial norms like EN, ISO, IEC more
“supplier driven” and defining the prod- The system will be highly automated both
ucts, the sub-systems and are expressing operationally and for monitoring vehicle and
the operation and maintenance exported infrastructure condition and maintenance.
constraints. On the rare occasions when disruption oc-
2. EU Directives and TSI and national laws curs, services are automatically and dynami-
and regulations. cally reconfigured and customers advised.
Business continuity is optimised by real-time ity requirements and security aspects and
traffic management, maximising capacity, support connectivity with other modes and
conserving energy and minimising inconven- feeding the ‘last mile’.
ience to the passenger and the freight user.
The following chapters will deal first with the
Stations and terminals of the future will be fundamental values of the railway system,
designed around the need to blend in sym- then with its assets respectively subsystems
pathetically with their surroundings but also and finally with the railways’ most important
to be able to match capacity, accessibil- “asset”, its human resources.
Objectives Enablers
Rail is the safest form of land transport and ÀÀ International collaboration and exchange
safety-related research activities shall contrib- of best practice will improve effective
ute to retention of that top spot. Safety of the management of critical interfaces be-
system shall be continuously improved through tween all parties, e.g. as regards the re-
progressive automation of the railway systems. duction of level crossing accidents.
The operational risk caused by third parties ÀÀ A group of experts on improving safety
at critical interfaces, such as level crossings, at level crossings at the initiative of UIC
shall be significantly reduced. and hosted by UN-ECE with the objective
to produce a strategic report and recom-
Critical interfaces shall be effectively man- mendations covering key important areas
aged between all parties in the railway sec- of level crossing safety.
tor and the verification, certification and au-
ÀÀ Internationallycoordinated campaigns
thorisation of safety management systems
will continue to increase risk awareness,
and vehicles shall become easier and faster.
e.g. the International Level Crossing
Close monitoring of the system shall attract Awareness Day (ILCAD).
customers, reassuring them of their personal ÀÀ Harmonised processes, first at regional,
safety whilst using rail services. then at international level, will lead to a
common safety method, interoperable
Having processes and automation in place
safety management and ultimately, inter-
is important but it is the human factor that
national safety certification.
sometimes can be the weak link and this as-
pect must continue to be taken into account. ÀÀ Intelligent and consistently applied fall-
The important task of training people to un- back systems will assure safety during de- 15
derstand change and innovation and the im- graded mode designed into every critical
pact on safety is imperative. sub-system and component.
This is why the Railway Operating Commu- ÀÀ Open functional software (“open model”
nity (ROC) must progressively improve the formal provable) as the preferred choice
quality management which spans around will significantly improve software qual-
the whole system and its processes and not ity and robustness as a main safety con-
only focused on the conditions of technical tributor. Each future computerised mod-
products. ules should be seen by each IM or RU as
a “functional white box” (e.g. formal com-
There will be a greater reliance on automat- puterised module functions exhaustive
ed intervention and performance methods in description) that allow to facilitate the
particular with regards to monotonous rout- functional validation and safety demon-
ing tasks, so as to eliminate negative impacts stration (obligation of result and no more
of the human factor. Research shall be tar- only obligation of means).
geted accordingly.
5.2.2 Security Objectives
Vision Research and innovation shall aim at increas-
ing the level of security along the supply
Rail is generally a secure mode of land chain and between modes without hinder-
transport, but it sometimes generates a ing the free flow of persons and freight. This
feeling of insecurity which in some cases could be achieved by increasing the inter-
prevents people to use it. operability of transport security intelligence
within and between transport modes. This
Research in the area of railway security
type of data has considerable sensitivities
should concentrate on two main challenges:
surrounding it and a standardised approach
1. Providing maximum security with a across all transport modes would lead to a
minimum of adverse effects on the free structured set of access conditions for data
flow of traffic. To meet this challenge, regarding transport security.
surveillance by means of Closed Cir-
Increasing mobility demands will lead to
cuit Television (CCTV) can provide an
more multimodal transport venues (stations,
adequate instrument, as it is more and
terminals, car parks, etc.). These are poten-
more developing from an instrument of
tially attractive targets to criminality due
prosecution of crimes already commit-
to their complex layouts and organisational
ted to one of proactive identification of
management structures. Multimodal trans-
potential threats by means of highly so-
port will need an integrated security sys-
phisticated software.
tem. The development of security manage-
2. Making the railway system more resilient ment systems at multimodal transport areas
to criminal attacks, i.e. minimising the ef- would provide a continuous security system
16 fects of rail service disruption due to secu- approach independently of the transport
rity incidents. This shall also help prevent mode used.
other transport modes from becoming
overwhelmed by the cascade effect. In- In this multimodal context, a standardised
novation would lie in a standardised and and multimodal approach to managing such
multimodal approach to managing such disruption, which rail would lead, will help to
disruption and minimising the impact on share workload and costs.
performance and recovery costs.
Rail should work with technology providers
and other transport modes to develop more
effective security equipment and adapt ex-
isting technology to the specific require-
ments of the railway business.
Enablers
ÀÀ System architecture - cyber threats could
be minimised by resilient architectures
and by additional layers of security in-
cluding sophisticated firewalls between
operational systems.
ÀÀ Automatic back-up and dual redundancy
should be built into all key systems.
ÀÀ Advanced connectivity by “Internet of
things” as a basis for emergency response.
ÀÀ IT systems such as those used by custom-
ers on trains or in stations, should be in-
dependent from key operational systems
especially those with a safety-critical
impact.
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
Intra-modal competition, among railway there should be a long term global conver-
operators, competition among railway sup- sion of such standards. The best practices of
pliers and inter-modal competition will keep other transport modes have to be taken into
fares affordable even in countries with low account, e.g. the global safety and security
per capita income. standards of the aviation industry.
Global technical standardisation led by UIC Past experience (e.g. the substantial drop
will enable railway manufacturers to substan- in passengers travelling medium and long
tially increase their production lots, thereby distances on Deutsche Bahn after liberalisa-
lowering the costs of the single item. tion of long distance bus traffic in Germany
in 2013) has shown that the competitiveness
The enhanced competition will make sup- of a transport mode first and foremost de-
pliers pass on the productivity gains as de- pends on its price and that consumers show
scribed above to their customers from the an enormous sensitivity to any changes in
ROC. price relations between competing transport
modes.
As the ROC members are – even to a greater
extent than the manufacturers - subject to In the freight business this development has
competition, they too will have to pass on been even more drastic with a huge shift
the advantage from decreasing purchasing away from formerly thriving rail freight to
prices to their customers, the consumers. road and waterways.
Such competition, however, requires a level In order to increase competitiveness of rail-
playing field in terms of a defined level of way services, it seems to be advisable to
quality, security and safety by a harmonised insert under priorities also the point on ’ex-
regulatory framework. ternalities’– it might have greater influence
on the opinion of decision-makers and the
Whilst for a transition period such defined
publicity. The question of internalisation of
levels do not necessarily have to be the same
externalities is mentioned below, however, it
worldwide, but can differ geographically,
is not yet figured among priorities.
ffObjectives comfort, lighting and other such operational
ÀÀ Internalisation of external costs created needs. The railway can profit of the most
by each mode of traffic in order to arrive efficient and alternative sources of renewable
at a fair level playing field for competition energy.
(“same constraints for all traffic modes
Even though rail is a very energy-efficient
regarding subsidies and taxes”).
and green transport mode, research is need-
ÀÀ Definition of performance indicators that ed on energy efficiency and ecologic de-
help to identify the specific strengths and signs and implementation to improve further
weaknesses of each mode of transport in the performance of rail.
order to achieve an optimised modal split.
The management of the rail system for mini-
ÀÀ Monitoring of performance indicators, mum energy use and better traffic manage-
forecasts of social migration, forecasts of ment based on the development of new
industrial development, etc., in order to technologies will enable energy savings
contribute to the long-term planning of and a better efficiency of the overall railway
transport infrastructure by governments. system.
ÀÀ Provision of more precise, specific and
Rail should develop a system which consumes
individual forecasts on decisive param-
energy but within which operations also gen-
eters based on the needs of the customer,
erate respectively recycle energy. Stations, ter-
what are their priorities for choosing their
minals and other railway installations should
transport mode (time, price, frequency,
use alternative energy sources wherever this
reliability, availability …).
is feasible for safe and efficient operation.
ÀÀ Standardisation approach for fostering in-
teroperability along international railway ffEnablers
20 corridors (e.g. Asia-EU-Freight corridors). System
ffEnablers ÀÀ Smart grids to aid adaptive feeding and
ÀÀ On-line information and actual forecast eventually energy.
capability for the entire transport chain. ÀÀ Rationalised power supply infrastructure
ÀÀ Management of complexity in interaction that provides monitoring, reconfiguration
of multiple parameters in order to sup- and management of the operational sta-
port dynamically the decision making for tus of the electric subsystem.
transport options as well as for changes in ÀÀ Sustainable energy procurement - careful
case of disturbances. consideration of environmental, econom-
ÀÀ Widely accepted criteria for measuring ic and societal aspects.
impacts of transport modes in order to ÀÀ Monitoring, analysing and benchmarking
adjust the regulatory framework for equal the sector’s emissions.
possibilities for all players.
ÀÀ Harmonising offered services (i.e. timeta-
ÀÀ Creation of International Railway Stand- bles) and energy management.
ards (IRS).
Trains
Energy Efficiency
ÀÀ Recovery of energy from trains (regen-
ffVision
erative braking systems).
Rail will provide an attractive and resource- ÀÀ Minimising energy consumption through
efficient solution for sustainable mobility energy efficient driving.
and transport and a significant contribu-
tion to reductions in greenhouse gas (GHG) ÀÀ Use of modular architectures.
emissions and dependency on oil. ÀÀ Optimisation of energy consumption of
ffObjectives on- board equipment and functions (i.e.
HVAC, parking…).
Powering the rail system is a constant task
whether it is for traction power or for heating,
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
5.3.2 Infrastructure
Vision
Infrastructure should be able to offer a level
of performance, which guarantees traffic
flows with minimum disruption, based on
high levels of operational availability, safety
and security.
5.3.3 Control, Command and adapted for railway use. This will allow ac-
cess to more widely available components
Signalling (CCS)
and lead to reduced costs.
Vision
The concept where trains can be run at very
Infrastructure should be able to offer per- close headways, such as moving block and
formance, which means guaranteeing traf- through the concept of convoying, is already
fic flows with minimum disruption, based understood. However, this has only a limited
on high levels of operational availability, application to date; making this happen for
safety and security. rail and developing it to an even more inno-
vative practice would enable optimal capac-
This must be achieved with more effective
ity and rail system utilisation.
maintenance, planning and asset management.
Objectives
Delivery of a quality product to the customer
depends on the provision of reliable infor-
mation to the operational and maintenance
staff. The information needed is, by and
large, currently available but it is the process
of bringing it all together and tailoring it to
the customer that will provide value.
The rail sector will be able to further im- The railway sector should therefore cham-
prove its attractiveness for personnel who pion and develop technical railway schools.
are highly motivated and committed to pro- It should actively support the push for bet-
viding a modern, flexible and crucial service. ter gender balance in technical professions.
Enterprises acknowledge the importance
5.4.2 Objectives of investing in the personal development of
every member of staff throughout their ca-
As the pace of technological and technical reer to promote continuity in organisations
changes accelerates, there must be a culture and continuous quality improvement.
of continuous improvement, effectiveness
and putting the customer first. People work- As the railway sector works increasingly in a
ing in the rail sector must be equipped with business-like manner, it should benefit from
the necessary skills to cope with the new a larger set of transferable skills. It needs to
technologies and techniques. ensure that it has arrangements in place to
draw upon a broader pool of skills from oth-
Technology advancements are designed to er sectors.
take account of the increasingly scarce hu-
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
Rail must also utilise the expertise of uni- ÀÀ Modern IT-based knowledge manage-
versities, schools, industry etc. to offer best ment systems to preserve and spread
education/training opportunities for railway relevant information about railways and
people to stay in or to enter the business to structure and guide decentralised co-
and increase their knowledge. The staff on herent collaboration, e.g. requirements
the other hand must embrace the concept of management.
“lifelong learning”.
ÀÀ Assessment of the skills requirements for
the future railway.
5.4.3 Enablers
ÀÀ An open and balanced collaborative pro-
ÀÀ An international education platform for cess for the recruitment and transfer of
all levels (young professionals, experts, staff.
senior and top management) offering tai-
lor-made programs that cover the needs ÀÀ Improved learning methods to maximise
of the sector to reduce people costs at benefits from new technology and roles
company level. designed with people in mind and a clear
idea identification of the user and what is
ÀÀ A coordinated standardisation framework her/his need.
and a network of best practices to reduce
the cost of implementing new products. ÀÀ Automation of repetitive and arduous
tasks wherever possible and holistic man-
ÀÀ Research institutes, industry and the ROC agement of the interface between man
are used to develop good products and and machine.
import best relevant practice based on
activities from other sectors/industries. ÀÀ Elimination of language barriers as one
of the basic requirements towards further
ÀÀ Product/concept deployment strategies improvement of traffic control system. 29
that include explanations of the system
and human impact and how to implement ÀÀ Elaborate certain techniques to develop
the innovation with human resources/ communication skills between train staff
existing knowledge. and traffic operating departments and
the dispatching officers.
6. TOOLS FOR CONTINUOUS
IMPROVEMENT OF THE RAIL
SYSTEM
6.2 STANDARDISATION
A successful future railway system needs its
assets to be of high performance and meet
the criteria of reliability, availability, main-
tainability and safety (RAMS). The service to
the customer has to be adapted to contem-
porary expected functionalities performance
and sustainability.
33
Rail should strive to create an ecosystem for Excellence in customer oriented railway op-
innovation involving excellent research insti- erations and services, environmental gains
tutions, vibrant companies devoting time and and intermodal competitiveness call for the
energy to R&D and demonstration activities. stakeholders of the railway sector to set out
The innovation chain from blue-sky research, for each rail market segment the appropriate
applied engineering up to demonstration business visions making use of current tech-
(roll-out/deployment) must be addressed at nical experience and future knowledge and
international level by bringing together criti- capabilities to deliver those aspirations.
cal technologies in new advanced designs,
feasibility proof at concept levels as well as Research should target the adoption of a sector-
demonstrations and roll out efforts. wide framework supporting the implementation
of change and subsequent improvement to
Cost and technology drivers as well as societal reliability, availability, maintainability and safety
expectations (e.g. user rights, new markets, se- (RAMS). This will be a significant step towards
curity, and environment) are to be considered. a consistent and robust rail system.
Several key thematic areas can be identified
where there is still scope for knowledge crea- Research and innovation should also address
tion and subsequently progressing to technol- new operational and assets management and
ogy developments in higher levels of technical engineering techniques, allowing to moni-
readiness. High capacity Infrastructure, sen- tor autonomously in real time intelligent in-
sors, energy storage and smart grid technolo- frastructure, rolling stock and other system
gies, high-capacity modular Rolling Stock with components, and to maintain infrastructure
efficient new generation braking and bogie safely as a result of greater reliance on state-
designs, use of lightweight materials and infor- of-art automated intervention methods. This
mation systems to improve customer services will also help to maximise the effect of main-
and reduce life-cycle cost are just examples tenance budgets for assets by renewing as-
with a strong potential for innovation. sets with optimised timing and methods.
The following enablers for successful research ÀÀ Establishing and further refining a coher-
and innovation can be identified: ent knowledge management that creates
Managing research and development links between technical requirements and
consequences of such requirements in
ÀÀ Support the long-term vision, strategic
terms of opportunities, risks and cost.
objectives and the innovation agenda
with updated rail business scenarios. ÀÀ Provide information on the availability
and range of funding sources and of po-
ÀÀ Update and improve the research and in-
tential new resources for funding trans-
novation roadmaps by defining research
port facilities.
priorities, milestones in technology break-
throughs leading the research agenda Nurturing cross-discplinary cooperation
around specific thematic areas and also ÀÀ Provide access to industrial expertise and
taking account of the whole rail system promote knowledge transfer processes
dimensions. from academia and research institutions
ÀÀ Identify business prospects and promote through specific coordination actions and
market uptake: ensuring real/proper mar- research based training and education
ket uptake of the technology, operations, initiatives.
services, business models developed in ÀÀ Foster collaboration and joined-up think-
the research project. Clearly identifying ing by facilitating sustainable partner-
the customer/implementer, the surround- ships involving the sector, SMEs, academ-
ing conditions for the business implemen- ia and R&D institutions.
tation and the mechanisms to close the
gap between the end of project and mar- ÀÀ Facilitate cross-fertilisation from other
ket readiness. sectors.
34
Asset Management gives any interested or- 6.4.2 Asset management in practice
ganisation the knowledge and tools to use
in the railway domain
chosen assets to achieve its purpose. More-
over, these techniques and processes allow Main goals and targets of Asset
such an organisation to demonstrate that it Management:
is managing its assets optimally – often of
ÀÀ Systematise and professionalise asset
great interest to many stakeholders, whether
management such that railways achieve
owners, customers, regulators, neighbours
the best practices seen in other asset in-
or the general public.
tensive sectors.
In the field of railways infrastructures, Asset ÀÀ Develop specific methods and tools that
Management tends to preserve and enhance will enable IMs to take and implement
the railway network in order to make the better decisions that will deliver the
best of it: required infrastructure outputs for the
ÀÀ Public policies underpin this scheme: lowest whole life, whole system cost.
which strategy for the network?
Targets:
ÀÀ The time target is necessarily middle, long
or even very long-term as long as the sus- ÀÀ Define a common, railway specific, frame-
tainability of the network - or a part of it work for asset management activities
– remains secured. based on the most widely adopted asset
management standard.
ÀÀ Therefore Asset Management consists of
driving the implementation of the net- ÀÀ Develop methods and tools to support a
work strategy under financial constraints, wide range of asset management deci-
while minimising the life cycle cost. sions e.g. optimised maintenance and re-
35
newal strategies.
We can summarise as follows, Asset manage-
ment is prescribing technical frames of refer- ÀÀ Foster exchange of asset management
ence and undertaking maintenance (upkeep good practices in member organisations
and regeneration), to ensure prescribed per- and other sectors.
formance is achieved, within resource con- ÀÀ Develop understanding of key cost
straints, route by route (sub network by sub and performance drivers to support
network), keeping overall possession costs benchmarking.
to a minimum.
Asset management in practice:
ÀÀ Asset management is the art of striv-
ing for high performance in a context of
shortages (constraints) – managers of
resources do not have an overview of all
shortages.
ÀÀ What is meant by “shortages” and in
which sectors:
-- Human resources, competent and
available personnel, in-house and
external,
-- Monetary resources and funding,
-- Operational constraints (work posses-
sion bands, train-path access...),
-- Environmental constraints (access to
tracks...),
-- Material and tooling resources.
This is particularly complex as regards in-
frastructure as the rail network never sleeps
(the asset manager is like a surgeon who has
to operate, with the operation being carried
out on a “living” body, the rail network).
2. They must anticipate all aspects of issues ÀÀ Stabilising the impact of maintenance
related to the management of constraints: and work route by route on a 5 year time
frame,
-- choice of routes where optimum per-
formance will be ensured, fixing of re- ÀÀ Stabilising production needs over a
source and technical choice priorities 2-3 year time frame.
on other routes according to the impli-
The conditions are necessary but not suffi-
cations of failures,
cient. Each railway should work on:
-- structural measures such as definition
ÀÀ Aligning stakeholders on these different
of designs, functional boundaries, op-
time frames,
timum interfacing between maintainer
and traffic, to facilitate subsequent ÀÀ Flexibility in 5-year programming,
maintenance and operation.
ÀÀ An iterative process of hypothesis revi-
_ It hinges on three processes: strategic and sion in order to adapt the short and me-
37
financial; according to route and node capac- dium term permanently to any hiccups.
ity; industrial with different stakeholders: the
It is clear that the control of technical choices ÀÀ Risk-based: incorporating risk appropri-
(in investment and renewal) should allow the ately into all decision-making,
impact on capacity, operational modes and
ÀÀ Optimised: seeking the best compromise
LCC to be defined and so be integrated into
between conflicting objectives, such as
these processes. These technical choices
costs versus performance versus risks,
should be directed towards bringing greater
and short-term versus long-term impacts,
flexibility to future operations.
ÀÀ Sustainable: plans must deliver optimal
Example: rapid follow-up densely populated asset life cycle value, including ongoing
area: the production optimum is for 3 or 4 system performance, environmental and
hours of work per night; choice of ballasted other long term consequences,
or ballast-free track according to the net-
work topology. ÀÀ Integrated: at the heart of good Asset
Management, value (and value-for-mon-
Applied to the railway system Asset Man- ey) must reflect the mix of stakeholders
agement needs to be: and their expectations, and the best way
ÀÀ Multi-disciplinary, i.e. cross departmental of satisfying these potentially competing
and discipline boundaries, focusing on net expectations with available funding and
value-for-money to allow comparability, any absolute (e.g. legal) constraints.
ÀÀ Systematic: rigorously applied in a struc- The way to a good Asset Management system
tured management system, for railway assets is the clear connectivity be-
tween the organisation’s strategy on the one
ÀÀ System-oriented: looking at assets in their hand and the day-to-day activities of individ-
systems context, based on their net total ual departments (planning, engineering, pro-
value, curement, operations, maintenance, perfor-
38
mance management etc.) on the other hand.
A GLOBAL VISION FOR RAILWAY DEVELOPMENT
The next generation of railway operation ÀÀ Research that focuses on the data sys-
management should produce a step change tems that are able to provide ubiquitous
in capacity in order to enable the railway data on train position and state that en-
system to accommodate a substantially in- able automatic decision support systems
creased passenger and freight traffic. and operations and planning staff to make 39
better decisions.
In order to achieve this aim the main areas of
research and development required are: ÀÀ Increasing capacity by better methods for
timetable planning and operational traf-
ÀÀ A better understanding of the range of
fic. Research in timetable planning and
operational strategies that are available,
operational traffic can be subdivided into
or should be developed, for considering
the following areas:
the trade-offs and outcomes when differ-
ent strategies are employed; for example -- Capacity definition and methods,
consideration of the varying strategies for -- Capacity on a strategic level (infra-
interweaving slow freight trains between structure planning),
regular and high speed passenger traffic. -- Capacity on a tactical level (timetable
Approaches should be formally document- construction),
ed for wider dissemination and advantages
-- Capacity on an operational level (real-
and disadvantages should be logged.
time traffic management).
ÀÀ Development of models and simulators
ÀÀ To analyse and evaluate capacity of in-
that help planners understand the impli-
frastructure and new traffic systems. This
cations of different operational strategies
concerns models for analysis of railway
in terms of: capacity generation, traffic
capacity, and the use of available capac-
flow, resilience to perturbations, ability to
ity within strategic planning (long-term
recover from disturbance. Such tools are
infrastructure construction), tactical plan-
particularly important when operating
ning (yearly timetabling) and operative
railways at high capacity.
planning (daily dispatching). The task is
ÀÀ Approaches, the majority of which will to review existing models, both proposed
be fully automated, that help planners in the literature and commercial models
decide on optimal strategies to increase used by infrastructure managers.
capacity, as well as being useful for real-
time punctuality management.
6.6 PROCUREMENT AND QUALITY MANAGEMENT
Quality problems of the manufacturers of Instead, almost every railway undertaking
railway material directly concern the ROC has its own quality management and sup-
as the passenger or freight customer usually plier qualification process. The fact that one
does not care about the cause of a delay but supplier has to undergo such process sepa-
will put the blame on his contractual partner, rately for each major customer makes rail-
the operator. way material unnecessarily expensive. There
is a considerable savings potential if manu-
Therefore, it is legitimate that railway opera- facturers would have to comply only with
tors and infrastructure managers try to im- one uniform quality management system.
pose quality standards and quality manage-
ment measures on their suppliers in order In order to be acceptable for the ROC, such
to ensure a constantly high level of product quality management system would have to
reliability. fulfil two main preconditions:
Excellent and state-of–the-art product 1. It should be jointly controlled and managed
standards (see 6.2 above) constitute a nec- by suppliers and ROC on an equal basis.
essary, however not sufficient precondition 2. It should allow modifications and “add-
for an excellent product. It must be also en- ons” by individual companies in order to
sured that the manufacturer’s production meet their specific business needs.
process constantly and continuously gener-
ates products of the desired quality. It is obvious that the last precondition consti-
tutes an additional cost driver and it is the stra-
Manufacturers of railway material have set tegic decision of each buyer demanding such
40 up a worldwide quality management stand- “add on”, if the added value of this additional
ard named IRIS (International Railway Indus- or modified quality control measure justifies
try Standard), which is supposed to support the resulting increase of the purchase price.
this goal. However, as IRIS is “owned” and
A basically harmonised quality management
managed by the manufacturers themselves
system would have the advantage of allow-
with only very few railway undertakings on
ing coordinated research activities of sup-
the supervisory board, there are not suffi-
pliers and ROC with the aim of making the
cient possibilities for the ROC to influence
quality management process more efficient,
the modus operandi of IRIS according to
thereby improving product reliability, lower-
their business needs.
ing costs and making railway transport more
attractive for the end-user.
This Global Vision for Railway Development has been developed
and published by the International Union of Railways (UIC) on
behalf of the International Rail Research Board (IRRB).
Published by: UIC Communication Department
Directors of Publication: D. Schut, J. Wisniewski, with the support of IRRB Members
Design: UIC-ETF/C.Filippini
Photo credit: Fotolia
Printer: Acinnov