interoperable, sustainable and competitive rail. european polici… · mobility and transport...

Mobility andTransport

European Policies for Railways

-

Interoperable, sustainable and competitive rail

Bertrand Collignon, Policy Officer

Railway Safety and Interoperability,DG MOVE, European Commission

EUMedRail Kick-Off conference

25 October 2017


Transport… some challenges

• An ever growing demand for transport, cannot be addressed simply by construction of new infrastructures

• EU enlargement and its sustainable development require optimisation of the whole transport sector

• A modern transport system must be sustainable from Economic, Social & Environmental points of view

• Transport is a major polluter playing a central role in current climate changes


… and some symptoms

… penalizing both users & economy

Traffic congestion

Environmental nuisances

Increased rate of accidents or of their severity


What about rail?

• Rail is critical to the EU strategy for improving economic and social cohesion and connectivity

• Railway perfectly fits EU decarbonisationstrategy, being one of the more environmentally friendly transport modes

• The rail sector makes a substantial contribution to the EU economy, directly employing 900,000 people…

• …but rail also absorbs €35 bn in yearly subsidies, translating into cost of €80 per every European

Source: Fifth Report on Monitoring development of the Rail Market, COM(2016) 780 final (data 2014) ,Rail Transport and environment 2015 (UIC/CER)


EU's answers: a long story…

• 1992 : 1st version of the EC White Paper

• 1990s: Air & Road transport market opening – a success

• End of (state) monopolies new competitors and lower prices for customers and consumers

• BUT: saturation of EU sky, motorways & roads (around big cities & industrial centres)

• 2001: 2nd version of the EC White Paper

• Objective: solve sky & road saturation problems by promoting use & development of alternative modes of transport more respectful of environment maritime, inland water & railway market opening

The EU railway market opening fits within the overall EU Transport Policy [a long process, older than 30 years]:


Specific challenges in the rail sector…

• From small private companies (19th and early 20th centuries) to state monopolies

Technical differences hindering removal of national borders

and setting up international railway transport:• 5 types of energy systems• more than 21 Automatic Train Protection systems• 5 different track gauge & 6 line gauges• 5 different Maximum Permitted Axle Loads• different national operating rules

+ Fierce competition from road and air sectors

Continuous decline in rail traffic between 1970-2004• Railway freight transport drop from 30% to 13.2%• Freight transport by road multiplied by 3• Passenger transport ± constant 6.8% - 6.4% between 1995 & 2003


Recent situation…

Overall, passenger transport has been increasing since 1995, whereas freight is still recovering from 2009 crisis point

Source: Fifth Report on Monitoring development of the Rail Market, COM(2016) 780 final, data 2014

300

350

400

450

500

Rail transport volumes

Passengers (bil pax km) Freight (bil tonne-km)

1999 2004 2009 2014

83.1 83.6 83.6 83.3

6.9 6.6 7.1 7.510.0 9.8 9.4 9.2

Modal share - passengers

Passenger car Rail Buses/coaches1999 2004 2009 2014

74.0 75.9 77.5 75.4

19.5 18.2 16.6 18.06.5 5.9 5.9 6.6

Modal share - freight

Road Rail Inland Waterways

…however modal share only slightly increased for passengers and remained stagnant for freight since 2004


In one slide:

fully integrated State railways

monopolies

stagnating modal share

lack of market orientation

increasting costs and indebtness

outdated technologies

Where we were… Where we want to be

high quality, customer oriented transport services

a level playing field

cost efficient operations, lowerneed for public funding

market driven innovationS

ing

le E

uro

pean

Rail

way

Area

Competitive, attractive railways

Po

licy

acti

on

s


A long policy journey for rail…… Step by Step: Gradual railway market opening to competition and technical harmonisation

1991Step

1st major railway law: Directive 91/440 on financial & organisationalseparation between Railway Operation and Infrastructure Management

2001Step

1st railway package: make existing legislation more effective, facilitate network access, improve rail freight, reduce delays at borders

2004Step

2nd railway package: revitalise railways & accelerate construction of an integrated EU railway area, improving safety, interoperability & opening up of rail freight market [1 January 2007] + Creation of ERA

2007Step

3rd railway package: opening up of international passenger transport market [1 January 2010] - Regulation of passenger rights and certification of train crews/drivers [EU driver license]

2016Step

4th railway package: set up structural and technical reforms to eliminate the last obstacles to the creation of a Single EU railway market. To promote competition and innovation on national markets of railway transport


4th Railway Package

Technical Pillar

ERA*

Safe

ty

.Inte

ropera

bility

Market Pillar

PSO

Govern

ance

Repeal

norm

alisation

of accounts

* ERA = European Union Agency for Railways


Interoperability and Safety - Challenges

Use of different technical specifications for infrastructure:

• Different gauge widths

• Electrification standards

• Safety and signalling systems

Long and costly procedures & access barriers, caused by:

• Ineffective functioning of national railway institutions

• Discrimination against new entrants

• Patchwork of national regulatory regimes and rules

Need for more standardised and simplified certification procedures


A few concrete examples of problems

• Fees for safety certificate: from 0€ up to 70 000€

• Total costs for an additional vehicle authorisation:

from 900 000€ up to 2 Mill € per locomotive type

• Duration of the procedure for the authorisation of a

railway vehicle: up to 2 years

• Staff involved in interoperability issues in the MS:

from 1 person up to 162

• Sometimes staff on secondment from incumbent

operators – concerns regarding independence and

equal treatment


What do we want to achieve

• Need to move towards more standardised rail products, as with aircraft and cars

• Reduction of national rules (still more than 11000!)

• ERA as One-Stop-Shop will lead to faster, cheaper and better coordinated procedures for vehicle authorisation and safety certification of railway undertakings

• ERA as system authority for ERTMS throughissuing track-side approvals


Legislative Framework

• Regulation (EU) 2016/796 of the European Parliament and the Council of 11 May 2016 on the European Union Agency for railways and repealing Regulation (EC) n°881/2004

• Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union

• Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety.


REGULATION(EU) 2016/796 ON THE EU AGENCY FOR RAILWAYS

An enhanced role for the Agency

(Technical Pillar)


An enhanced role for the Agency (1)

The Agency will act as "ONE STOP SHOP"

• It will issue safety certificates for Railway Undertakings operating in more than one Member State and, if so requested by the applicant, in one Member State (area of operation)

• It will issue authorisations for placing on the market of vehiclesintended to be used in more than one Member State and, if sorequested by the applicant, in one Member State (area of use)

• NSAs will work in close cooperation with the Agency throughcooperation agreements

• A new IT system to ensure an harmonised approach (OSS)

• Additional resources of the Agency to be financed by fees and charges



An enhanced role for the Agency (2)

New tasks to ensure an uniform implementation of the EU framework:

• Examination of national rules with the right to request the removal of unnecessary ones

• Monitor National Safety Authorities and Notified bodies

• System authority for ERTMS

• System authority for telematics



Stronger procedure for national rules

• Objective: eliminate redundant and obsolete rules

• A single process to notify and assess national rules in the scope of technical and safety rules

• A single IT system to be used to notify, consult the stakeholders and publish those rules including the status of their assesment

• A process to be applied for existing national rules and draft national rules


DIRECTIVE (EU) 2016/797 ON INTEROPERABILITY

An increased harmonisation towards railway interoperability

(Technical Pillar)


Interoperability

TechnicalSpecifications for Interoperability

(TSI)

Interop.

Directive

Essential requirements

Subsystems

InteroperabilityConstituents

European Standards

(EN)

Standards, specs or ERA

Tech Doc

Why?

What?

How?

No change in 4RP


What are the Essential Requirements?

Conditions which must be met by the Union rail system, the subsystems, and the interoperability constituents, including interfaces:

1. Safety

2. Reliability and availability

3. Health

4. Environmental protection

5. Technical compatibility

6. Accessibility

Defined in the interoperability directive at the general level and at the level of each subsystem.

No change in 4RP


What are Technical Specifications for Interoperability?

specifications by which each subsystem or part of a subsystem is covered in order to meet the essential requirements and to ensure the interoperability of the Union rail system:

Subsystems: TSIs:

Structural areas:

• Infrastructure

• Energy

• Trackside control-command and signalling

• On-board control-command and signalling

• Rolling stock

Functional areas:

• Operation and traffic management

• Maintenance

• Telematics applications for passenger and freight services

No change in 4RP


What are Standards for?

Standardisation helps eliminate technical barriers to trade and increase market access for all operators improved competitiveness of the rail sector.

TC Published documents (TS, CWA and TR included)

HarmonisedStandards (2008/57/EC)

In progress

CEN/TC 256 241 100 104

CLC/TC 9X 170 32 38

Total 411 132 142

European rail standards

No change in 4RP


A concrete example: brake indicators (1)

Essential requirement: Interoperability directive 2016/797

TSI provisions: TSI LOC&PAS 1302/2014


Standard's clauses: EN 15220:2016 on Railway applications - Brake indicators

A concrete example: brake indicators (2)


The role of standards in the EU rail legislation

Standards referenced in the TSIs are mandatory

Any other technical specification can beapplied on a voluntary basis in the form of:- national, EU or international standards- company standards

TechnicalSpecifications for Interoperability

(TSI)

Interop.

Directive

European Standards

(EN)

Standards, specs or ERA

Tech Doc

Harmonised standards givepresumption of conformity

No change in 4RP


Who does what?

PLACING IN SERVICE of

FIXED INSTALLATIONS

1

AUTHORISATION for

PLACING IN SERVICE

2

Applicant+ 3rd party certification

(NoBo)

EssentialRequirements

TSIs

Standards

1)Technical compatibilityof the subsystems with

the system2) Safe integration of the

subsystems

Authorisation and placing in service

of FIXED INSTALLATIONS…

NSA

No change in 4RP


An increased harmonisation at EU level to improve railway interoperability

• Alignment of definitions of NSR and NTR, stronger procedure

• Detailed rules to describe the authorisation procedure

• European vehicle register to be operational 5 years after the entry into force of the directive

• Distinction between authorisation to placing on the market and checks before use

• Convergence of criteria applicable to notified bodies and designated bodies


NEW


A new harmonised framework for vehicle authorisation

Article 21 of the recast of Interoperability directive defines:

• Procedural steps (time limit to inform the applicant that the file is complete or ask for more information, to issue a decision on the application)

• Evidences to be included in the application files

• Role of the actors (assessment, tests)

• Case of temporary authorisations

• Arbitration procedure

• Extension of area of use

• Case of renewal/upgrading

• Review of decision in case of negative assessment


NEW



A simplified authorisation process

Before the 4RP:

• first vehicle authorisation in a MS

+ additional vehicle autorisations in other MSs issued by NSA

Under the 4RP:

• one vehicle authorisation issued by ERA valid in all MS

+ Railway Undertaking responsible for verifying route-specific compatibility

NEW


Certification, Authorisation, Placing on the market, Placing in service,

Supervision of VEHICLES…

Who does what?

PLACING ON THE MARKET of

MOBILE SUBSYSTEMS

1

VEHICLE AUTHORISATION for PLACING ON THE MARKET in

AREA of USE

CHECK BEFORE the USE OF authorisedVEHICLE

2

3

Applicant+ 3rd party certification

(NoBo)

NSA

EssentialRequirements

TSIs

Standards

1)Technical compatibilityof the subsystem

2) Safe integration of the subsystems within the

vehicle3) technical compatibility with fixed installations in

the area of use

Route compatibilityon the basis of RINF

(infrastructureregister)

SUPERVISION

4Inter alia: in case of justified doubts, NSA could question the decision of placing in

service made by the RU

RailwayUndertaking

* OSS = One Stop Shop, from 1 June 2019… instead of 1 autorisation per MS

ERA as OSS*

ERA or NSA(Applicant's

choice)

>1 MS Only 1 MS

NEW

ERTMS: problem and solution

BAA

NR

HS1

Crossrail

Channel Tunnel

FR HSL

BE HSL 1 Infrabel

BE HSL 2

NL HSL

Prorail

London - Amsterdam (34 flights/day) Heathrow –Schiphol 390 km

Potentially 4h by train. technical system boundaries

Solutionfor

seamless travel:

10

1st stepCross Acceptance of

national rules

2nd stepOne set of European rules

(Interoperability)

32


Harmonised implementation of ERTMS

• New task!!! ERA verifies ERTMS trackside technical solutions !

• Before any call for tender

• Infrastructure Manager sends technical solution to ERA

• Gives binding opinion necesary for placing in service

• If initial project is changed

• Infrastructure Manager has to inform ERA


NEW


Harmonised implementation of ERTMS

• This new task is:

• NOT overlapping the work of the National Safety Authorities

• NOT overlapping the work of the Notified Bodies

• Ensuring COMPATIBILITY

• Harmonised trackside implementation

• And… discipline


NEW


DIRECTIVE (EU) 2016/798 ON RAILWAY SAFETY

A renewed framework for railway safety

(Technical Pillar)


Simplifying and accelerating safety certification procedures

• The main driver for the recast of the Railway Safety Directive (RSD) is the simplification of the process of granting safety certificates to the railway undertakings (RU)

• Migration from the current two part system: Part A (granted in the Member State where the RU first established)Part B (granted in each Member State where the RU intends to operate)replaced by a single safety certificate valid in the whole area of operation.

• ERA as One-Stop-Shop will lead to a faster, cheaper and better coordinated certification procedure. The certificate will be granted in a single application and it will not be longer necessary for a RU to apply separately to each Member State where the RU intends to operate.



More clear responsibilities

• The main principle is not changed: the responsibility for the safe operation of the rail system and the control of the associated risks is laid upon the infrastructure managers and railway undertakings.

• However, all actors involved in the safety operations (entities in charge of maintenance, carriers, consignors, loaders, manufacturer, …) will implement the necessary risk control measures, and ensure that the equipment and services supplied can be safely operated by the RUs.

• All actors are responsible for the transmission of relevant information about safety. ERA has established a Safety Alerts IT tool to facilitate the exchange of information on safety risks among the actors.

• New article on supervision and clarification of the role of national safety authorities in performing this task.



A renewed framework for railway safety

• Extension of scope for the certification of entities in charge of maintenance

• Possibility to propose new safety methods ( e.g. harmonisation of the elements of the safety management system)

• ERA to continue its support to national investigation bodies

• Introduction of the concept of safety culture and common occurrence reporting



Thank you!

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