Transcript Charles-Antoine Rivière

MVME Conference
Technical Issues
Budapest, 07 December 2010
Charles-Antoine RIVIERE
UIP Technical Coordinator
1
Presentation of the UIP
Charles-Antoine RIVIERE
MVME conference - Technical issues
December 7, 2010
2
UIP – Who we are?
 Founded in 1950, the International Union of
Private Wagons encompasses today 15
national associations within the EU and has
its seat in Brussels.
 It represents owners, loaders, users and
other parties interested in about 180.000
private rail freight wagons running in
Europe
 The economic importance of the fleet of
private wagons is a combined result of
specialization and use of efficient logistic
processes such that the total European
wagon fleet produces nearly half of all
tonne-kilometres carried.
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UIP – Who we are?
 The UIP represents the interests of its members at the European Union and other
international organizations. It carries out research in the fields of technology, operations,
economics and marketing and looks after the interest of the private wagon by contributing to
the drawing up of international regulations and guidelines.
 The UIP’s main objective is to guarantee a future for the
private wagon within a liberalized rail freight sector,
aiming at always safe and more efficient and
competitive railway transport.
 Indispensable prerequisite for pursuing this objective is
to increase the market share of rail freight transport.
Within the framework of its European activities UIP
actively supports together with its partner
organizations all corresponding European liberalization
policy endeavours.
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What’s new with the UIP?
UIP’s important role

In the course of liberalisation and harmonisation of the sector, which was
commanded by the EU with the well known directives on high speed transport,
conventional transport and safety, and which were beneficiary to the private and
mainly small enterprises, the actors of the sectors were requested to participate
actively to their organisation.

To implement the directives, 16 TSIs (Technical Specifications for Interoperability)
were set up; some of them are currently revised. Yet the word «specifications » is
misleading because they are clearly legal texts, which the Member States must
absolutely transpose in their national legislations. As further help to
implementation, around 80 European standards were and still are to be
completed or created. Although standards are usually recommendations, they
become comparable to laws as soon as they are referred to in a TSI, i.e. a law.
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What’s new with the UIP?
Committee works at the UIP
Internal Meetings
Management, Director’s , Technical Committees, RSRD² project, …
External Meetings
GCU (JC, PEX, technical annexes, …), ERA (TSIs, ECM, ERA TF, ERATV, …), Sector (GRB,
JSG, …), DG MOVE (Telematic, Noise, …), OTIF (RID/ADR, technical expert group, …)
Almost 40 working Groups at the European level to cover by the UIP’s members.
More specifics: UIP homepage:
http://www.uiprail.org/category.php?scategory=2
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What’s new with the UIP?
UIP strives for tight cooperation with member associations
Current information:



UIP Newsletter – regularly twice a year
UIP Flash-News – publication depending on current topics
Technical Newsletter – 12 times a year; publication linked to the milestones of
the working groups
A new website under development in order to increase the daily cooperation with our
members and to increase the quality of the flow of information
A Working Group is set up within the UIP in order to think about the “new UIP”.
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What’s new with the UIP?
New address
Move in summer 2009
New address:
Av. Herrmann Debroux 15A
Tel : +32 26 72 88 47
1160 Brüssel
Fax: +32 26 72 81 14
Belgien
e-mail: [email protected]
Homepage: www.uiprail.org
Good connections:
Public transportation „in front of the door“
Metro Line 5 Station « Herrmann Debroux »
Tram Line 94, Station « Herrmann Debroux »
16 Km away from airport


EU Commission, Parliament and other associations of the sector CER, UNIFE, EIM, UIRR,
etc. as well as the standards bodies CEN and CENELEC are reachable in less than 20 minutes
ERFA office „door to door“
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What’s new with the UIP?
Your UIP Team in Brussels
Isabelle Brahy
Secretariat
Charles-Antoine Rivière
Dr.-Ing. Holger Segerer
Secretary General
(since January 2010)
MVME conference - Technical issues
Charles-Antoine Rivière
Technical Co-ordinator
December 7, 2010
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Technical issues
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Technical issues
2010 has been an important milestone in railway sector’ s life:
-
TF maintenance
ECM certification – deadline: June 2010
GCU: new amendments and proposals
WAG TSI
2011 will be the starting point of implementation and time to
continue to develop other important issues
- Noise TSI
- RSRD² project and TAF TSI
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Results of the ERA TF
The Joint Sector Program worked out in the ERA Task Force was fully adopted
-
• European Action Program:
A Visual Inspection of the European wheelset/axle population (according to EVIC)
A more in-depth investigation of samples of wheelsets from defined operating areas
A European-wide implementation of systematic traceability of wheelset maintenance
Collection of data will start from 01.08.2010
The data will be recorded in a filterable electronic system at latest from 01.01.2012
onwards.
• Confirmation of the European standard axle load of 20t for UIC Type A axles (and
the special cases, e. g. France, Belgium, Sweden)
• Clarification: new (design) standards are not applicable on existing/old designs
• European Common Criteria for Maintenance
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Results of the ERA TF
The 1st element of the European Action Program: Visual Inspection program of
the European wheelset/axle population
The whole European wagon fleet will be subject to a Visual Inspection of the
axle status
Goal:
• to sort out axles from operation according to EVIC
• to record a set of minimum data for the inspected axles
• to remove from service (immediately or after unloading) axles not complying
with the Minimum Acceptance Criteria (axles with a high presumption of
damages in favour of causing cracks) and
• to hand over removed axles to heavy maintenance with appropriate
treatment and NDT
When/where:
As soon as a wagon enters a WS and at least when wagon is lifted or on pits
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Results of the ERA TF
The 1st element of the European Action Program: Visual Inspection program of
the European wheelset/axle population
• 2 European “Train the Trainers”
trainings for Joint EVIC bodies
• 15 member states integrated
• ca. 50 training sessions in member
states (workshops, keepers, RUs)
• > 750 trainers and workshop staff
trained
• EVIC docs in 10 languages
• EVIC started from 01.04.2010
• More than 310.000 axles checked
up to November 2010
• Implementation in GCU progressing
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Results of the ERA TF
The 1st element of the European Action Program: Visual Inspection program of
the European wheelset/axle population
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Results of the ERA TF
The 2nd element of the European Action Program: the Sampling Programme
Sampling programme aims to analyse the efficiency of the EVIC on cracks
detection.
For the UIP: 6 000 axles have to be checked through a dedicated process (24
000 axles checked by the Sector).
For the UIP, the checks are performed by GATX, VTG, ERMEWA and WASCOSA:
1500 checks per keeper, within 1 year (June 2010 – Mai 2011)
 Because of the low number of inspected wheelset at the moment it’s not
possible to draw conclusions from the available data.
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December 7, 2010
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Results of the ERA TF
The 3rd element of the European Action Program:
European Wheelset Traceability (EWT)
(see EWT Implementation Guide v1.5)
 European Traceability approved by the ERA
-> 47 data
-> start from August 2010
-> recorded in a filterable electronic
system at latest from 01.01.2012
 Self-commitment to implement the EWT
 Next revision of EN 15313 will implement EWT
 EWT fits with EBA request (Allgemeinverfügung)
 ANSF may revoke the Italian requirements
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Results of the ERA TF
Next steps for the JSG
-
The final results on inadmissible ‘’UIC surface roughness’’ in maintenance
levels/ UIC project. The first results are expected in 2011;
Handling of painted/ unpainted situation/ EURAXLES project. The first
results are expected in 2014;
Examine the need for harmonization of NDT techniques/ EURAXELS
projects. The first results are expected in 2014;
Effects on WS/axles caused by special events (derailments, etc)/
Investigation project which will be started by the JSG.
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Results of the ERA TF
Cooperation with ERA and the Authorities
Corrosion is only one of the factors of derailment. Additional factors have to
be investigated.
The ERA will set up a study on causes of train derailment.
Continuation of cooperation between the ERA and all the Sector
organizations (RUs, IMs, ECMs, keepers, …) through a Freight Platform.
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Results of the ERA TF
SUMMARY
Voluntary from
Compulsory
from
UIP/ERA action
required/deadli
ne
NSA action
required/dea
dline
Keeper action
required/deadli
ne
EBA data
collection
-
January
2010
Lobby in favor of
EWT
implementation
Supervision /
permanently
EBA request
application
ANSF data
collection
-
1 January
2011 in
Italy.
Lobby in favor of
EWT
implementation
Supervision /
permanently
ANSF request
application
Sampling
analysis / Mai
2011
Supervision /
permanently
Application of
EVIC /
immediately
Supervision /
permanently
Implementation
of EWT /
immediately
EVIC
implementa
tion
April 2010. Mandatory in
the frame of the GCU in Mai
2011
-
EWT
implementa
tion
August 2010. Strongly
recommended immediately.
Filterable IT syst. in Jan.
2012. Future introduction in
EN 15313.
-
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MVME conference - Technical issues
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December 7, 2010
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Entity in Charge of Maintenance
Why an ECM?
 Safety Directive 2004/49 (2008/110):
 Art.4: RU/IM are responsible for the safe operation of the railway
system (check before departure, maintenance, operation of trains, ...)
 Art. 9: RU/IM shall establish their safety management system. It
shall ensure the control of all risks associated with the activity of the
IM/RU, including the supply of maintenance and material and the use of
contractors.
 But RU/IM aren’t able to check that maintenance is well done for each
vehicle.
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Entity in Charge of Maintenance
Why an ECM?
 Solution: an ECM shall ensure that the vehicles for which it is in charge
of maintenance are in a safe state of running by means of a system of
maintenance
 An ECM is assigned to each vehicle before placing in service (in NVR)
 Mandatory certification in the case of freight wagon
 BUT certification mandatory not before 2013.
 That’s the reason why “transitional” solutions have been developed
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MVME conference - Technical issues
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Entity in Charge of Maintenance
ECM- Timetable
January 2011
Spring 2011
Spring 2013
ECM
Transitional
solution s
available
EU regulation
comes into
force
All the ECM have
to be certified
acc. to EU
regulation
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MVME conference - Technical issues
December 7, 2010
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Entity in Charge of Maintenance
ECM- Transitional phase (2010-2013)
To allow for a short term realization of the ECM Certification as foreseen in
Article 14a (4) of Directive 2004/49/EC, 10 Member States have signed in
May 2009 a “Memorandum of Understanding” (MoU ECM) „establishing the
basic principles of a common system of certification of entities in charge of
maintenance for freight wagons“. However, only very few certificates have
been issued according to the MoU.
Since the MoU is not yet implemented, the sector organizations proposed to
the Commission the following solution in order to cover the transition
period:
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MVME conference - Technical issues
December 7, 2010
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Technical issues
ECM- Transitional phase (2010-2013)
1) A declaration of the RU, in the frame of the SMS, explaining the procedures
it uses to verify and control that the vehicles are in a safe running state.
2) The RU’s declaration must describe how the necessary exchange of
information is organized between the concerned parties.
3) As long as the ECMs are not yet certified according to Article 14a of
Directive 2004/49/EC or the MoU, a self declaration of the ECM is
sufficient proof that it fulfills the requirements defined
This self-declaration (see Application Guide sent by the Sector) consists on
declaring that the ECM fulfills the requirements of annexes B and C1 of
the MoU and have checked through an internal audit.
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Technical issues
ECM- Transitional phase (2010-2013)
4) Because some National Vehicle Registers (NVR) are not yet operational and
accessible to the RUs in order to make the link between the keeper and
the ECM of a vehicle, each keeper has to send a Keeper Self-Declaration,
ensuring that the keeper is the ECM itself or entrusts the maintenance to
a certified or self-declared ECM.
Risk if this 2 self-declarations are not sent: many RUs will stop to operate
wagons which are not covered by such a system.
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MVME conference - Technical issues
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Technical issues
ECM- Scope of responsibility
Maintenance Management
Maintenance
Design
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Fleet Maintenance
Management
MVME conference - Technical issues
Maintenance
Execution
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Entity in Charge of Maintenance
ECM – Management of Maintenance
-
General Management
commitment of management, identification and management of
responsibilities, communication on the ECM management system, annual
maintenance report, …
-
Supervision, coordination and information
management of contracts with keepers, supervision of operational
functions, qualification and supervision of the maintenance delivery,
management of return of experience, …
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MVME conference - Technical issues
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Entity in Charge of Maintenance
ECM – Design of Maintenance
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Entity in Charge of Maintenance
ECM - Fleet Maintenance Management
Responsible for:
- applying the maintenance referential to the vehicles.
- Collecting information on maintenance performed and operations performed ,
including at least defects, incidents, accidents, mileage,
This function has to check:
- The capability including competence of the workshop to perform maintenance
works
- The operational possibility to send vehicles that have to be maintained to the
workshop in due time.
This function pronounces the release of wagon in operation after the work has been
executed by the workshop.
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MVME conference - Technical issues
December 7, 2010
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Entity in Charge of Maintenance
ECM – Maintenance Delivery
Requirements from Certification of Maintenance Workshop are copy and
paste
INPUT

Maintenance orders

RST that has to
maintained
OUTPUT
be
Execution of
maintenance



Charles-Antoine RIVIERE
MVME conference - Technical issues
Records on maintenance
performed
Return on experience if
requested
RST maintained
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Entity in Charge of Maintenance
Functions may be subcontracted
The 3 operational functions may be sub contracted (entirely or partially).
In case of sub contract, the function (or part of the function) has to be
assessed by :
1- an accredited body -> automatic presumption of conformity
or
2- a third party, which complies with requirements of annex 2 (based on ISO
17021) -> automatic presumption of conformity
or
3- the ECM itself which has to prove that requirements of annex 1 are
fulfilled.
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MVME conference - Technical issues
December 7, 2010
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Entity in Charge of Maintenance
ECM MAY BE a keeper
Huge task.
But ECM is the single entity in the new railway system, which is responsible
for Maintenance.
The full chain of maintenance has to be managed by the ECM.
Some or many functions can be sub contracted but not the RESPONSIBILITY.
Definition of the ECM = a responsible Entity
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Entity in Charge of Maintenance
SUMMARY
Voluntary
from
Compulsory
from
ECM action
required /
deadline
NSA action
required/deadline
Keeper action
required/deadline
ECM self
declaration
11.2010
01.2011
If no ECM
certification
Send the ECM self
declaration to the
ERA
Supervision /
permanently
To nominate the ECM
in the NVR / Nov.
2010
Keeper self
declaration
11.2010
01.2011
-
Supervision /
permanently
Send the keeper self
declaration to the
ERA
ECM
certification
acc. to MoU
2009
-
-
Supervision /
permanently
-
ECM
certification
acc. to EU
law
Spring 2011
Spring 2013
To be certified
before spring 2013
Supervision /
permanently
-
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MVME conference - Technical issues
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GCU
New amendments
 Amendment chapter I - article 3 and annex 8
GCU bureau organization
 Amendment chapter II articles 7 and 9 and annex 2
Introduction of the ECM
 GCU Wagon Database
To fill in by the keeper – deadline 01.10.2010
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MVME conference - Technical issues
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WAGON TSI
Status and implementation
 Revision is over at the end of 2010
 A new structure:
- A light core text with annexes, fixing mandatory requirements
- An Application Guide, where many standards are quoted. This guide is
voluntary but gives a presumption of conformity to the core text requirements
 Some major issues still under discussion:
- The 3rd wagon category which fixes the requirements for an “interoperational”
wagon. (for ex. In the core text: not mandatory to have steps. But of course
used by almost the RU in their operational rules. Same for markings, ...)
- Upgrading and renewal: minimum harmonized rules still to fix in order to
avoid systematically new authorization for Placing in Service when every single
modification on wagon is performed.
 Implementation of WAG TSI scheduled in the 2nd half of 2012
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UIP and the TAF TSI
What is TAF TSI and the RSRD ?
 EU and railway industry have developed an integrated data exchange
solution for all participants (IM, RU, PK, Workshops, Customers) [TAF TSI]
 Requires integration of existing railway operating systems
 Key responsibility for Private Keepers to make available technical railcar
data in real time via unified
RSRD
Rolling Stock Reference Data Base
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UIP and the TAF TSI
The Project RSRD²
 In September 2009, The Common Interface (CI) development fails to fulfil
important requirements like authorisation logic from the UIP point of
view. Therefore it was decided to enhance RSRD to RSRD², compensating
the lack of confidentiality in the CI. It should be available even if the CI is
late, in order to allow the keepers to fulfil their legal obligations.
 Important features:
- Mileage collection
- Access authorisation
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MVME conference - Technical issues
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UIP and the TAF TSI
Present Status
 Budget for development: 500.000 €, financed by 6 funding companies
 Design development phase: done
• Time table & milestones
0
1
2
3
4
Milestone 0
- assignment of contract
Milestone 1
- accepted specification document
Milestone 2
- all specified functionalities are
implemented and tested
Milestone 3
- application approved by users
Milestone 4
- application approved by
restricted pilot users
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MVME conference - Technical issues
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UIP and the TAF TSI
The RSRD² and mileage calculation
 RSRD² project foresees the delivery of mileage information to the Keepers
by passing data from RUs through a "black box" Mileage Calculation
Engine (MCE) in a 3rd party approach, when the data becomes available
from RUs
 The development of calculation functionality of the MCE is not part of the
RSRD² core function, however there is a requirement to work with
RailData to pass through initial mileage data from (only) 4 RUs to
Keepers, which will be implemented as part of the RSRD² project
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MVME conference - Technical issues
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TSI Noise, Noise Differentiated Track Access
Charges
Noise… - Focus is on existing wagons
•
New build wagons must comply with TSI NOI since 2006 (K-blocks or Disc brakes)
•
Existing fleet (> 650’000 wagons) is equipped with cast iron brake blocks
•
Retrofitting the existing fleet is under intense discussion – mainly in:
•
NL – Subsidies for retrofitted wagons – none granted thus far (unattractive incentives)
•
DE – Project “Leiser Rhein”-subsidy for retrofitting up to 5’000 wagons, but rigid conditions (success unlikely)
• Only DBSR committed 1’200 wagons so far
•
•
NL / DE / CH / IT - Rotterdam-Genoa Corridor Study initiated by Ministries of Transport
Recast 1st RP
•
Article 31 (5):. When charging for the cost of noise effects is allowed by Union legislation for road freight
transport, the infrastructure charges shall be modified to take account of the cost of noise effects caused by the
operation of the train in accordance with:
•
Annex VIII (2 c): Differentiation according to the noise emission levels of freight wagons shall allow the payback
of investments within a reasonable period for retrofitting wagons with the most economically viable low-noise
braking technology available.
•
Annex VIII (2 d) provides for extented differentiation (time, area, train composition)
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MVME conference - Technical issues
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TSI Noise, Noise Differentiated Track Access
Charges
Noise… - Focus is on existing wagons
•
Retrofitting is technically feasible but costly
• Brake homologation is pre-requisite, today only K blocks and discs homologated
• Retrofit costs:
• K: 6’000–10’000€ / wagon + additional wagon type brake homologation
• Disc – 10’000 – 15’000 € per bogie + wagon type brake homologation
• LL – nil € (normal pad replacement) – no wagon-type homologation (LL not homolgated yet)
• Operating costs (LCC)
• For K blocks and LL blocks costs will be substantially higher due to greater wheel wear
• For Disc brakes costs should be similar or less than cast-iron blocks
•
Open questions / problems:
•
How to compensate the wagon owner (investor)
• Subsidies
• Bonus for silent wagons (paid by noisy wagons through higher TAC)
• Bonus/Malus
•
How will a bonus transferred to the wagon owner (administrative costs)
•
Harmonized EU wide Noise Differentiated Track Access Charge System unlikely to be established
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MVME conference - Technical issues
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TSI Noise, Noise Differentiated Track Access
Charges
Business Models – Complex relationships
Lessee:
RU
a%
Loader
(Customer)
X:
Wagonkeeper
x%
Lessee:
Customer
a-b%
Wagen-
RU:
RU
IM
Owner X
Lessee:
100%
RU
Loader
Lessee:
Wagonkeeper
X-y%
(Customer)
Lessee:
RU:
Customer
RU
Direct relationship from Owner to …
Direct Relationship from … to …
Relationship Keeper / RU through GCU
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MVME conference - Technical issues
December 7, 2010
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Thank you
Charles-Antoine RIVIERE
MVME conference - Technical issues
December 7, 2010
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