ec fp 6 projects with uic participation: some examples · ec fp 6 projects with uic participation:...

SIAFI, Paris, 25.04.2007

EC FP 6 projects with UIC participation: some examples

Laszlo TordaiSenior AdvisorTechnology & Research Dept.


4 1494 77676 325133 648TOTAL

1 2691 1621 5 272 902Others

03281 4501 450ERRAC SSA

01248501 050SELCAT

90821 8002 846EU DD plus

110912 7004 938ModBrake

90902 4503 726RailCom

90272 6004 922EUROPAC

303011 04820 798GREEN

30010811 00020 234InteGRail

7207728 00014 665Rail Energy

1003006 0007 132EURNEX

7501 06210 00018 600INNOTRACK

60060016 90030 385 MODTRAIN

UIC costs/budget

EC funding for UIC (k€)

EC fundingin K€

Total budgetin K€

FP6ProjectsTitle


MODTRAIN: Innovative Modular Vehicle Concepts for an Integrated European Railway System

• MODTRAIN background : New trains risk independent interpretations of requirements and being built from unproven prototype components.

• MODTRAIN objective : Definition and proof of the necessary functional, electrical and mechanical interfaces and validation procedures as reference to deliver the range of interchangeable modules that will make the next generation of intercity trains and universal locomotives possible.

• MODTRAIN framework : Fixed formation passenger trains and universal locomotives capable of 200 km/h and more. Hope to embrace other forms of traction as work advances.


• MODTRAIN is the first Integrated Joint Railway Research Project:– Project Coordinator: UNIFE – Association of

European Railway Industries– Number of Consortium Partners: 37 from 10

countries– Official starting date: 1 February 2004– Project duration: 4 years– Total MODTRAIN budget: € 30,2 Million– Total EC Funding: € 16,9 Million

Facts & Figures


Operator benefits: More value for money

• Wider choice of supply base to increase competition

• Re-use of proven technology; better quality, reliability and cost reduction;

• Increased infrastructure capacity by use of more multiple train units

• Train crew efficiency

• New cross-border operations

• Environmental optimisation of design


Industry benefits: Reduction of product variety

1200 single parts

2000 h 40 days 500 h 10 days

• Reduce number of single parts

• Concentration on sub-assemblies

past future

• Simplify the connections and interfaces

• Separate functions in pre-tested subassemblies


MODLINK EUCab

MODLINK Door Portal & Train Crew InterfaceMODBOGIE

MODPOWER

MODPOWER

MODCONTROL

MODLINK EUCoupler

• The 4 technical elements of MODTRAIN:

– The running gear (MODBOGIE);– The train control architecture (MODCONTROL);– The on-board power system (MODPOWER); and

– The man-machine and train-to-train interfaces (MODLINK).

• The 5th element, the MODUSER platform, feeds into t he project additional inputs & requirements of operators, infrastructure managers and sub-suppliers.

Structure


COMMON ARCHITECTUREFBS/PBS and ALLOCATION OF FUNCTIONS

MODBOGIE FBS/PBS

ITEMS

HARMONISED REQUIREMENTSDATABASE

MODPOWER FBS/PBS ITEMS

MODCONTROLFBS/PBS

ITEMS

MODLINKFBS/PBS

ITEMS

IDENTIFICATION OF MAIN MODULES

AND COMMON INTERFACES SPECIFICATIONS (FIS)

STEP 1

STEP 2

STEP 3

MODTRAIN 1st main output

MODTRAIN 2nd main output

End August 2004

End December 2005

End February 2007

STEP 4

End January 2008

MODTRAIN 3rd main output

MODTRAIN 4th main output:

Inputs for future EN standards / TSIs

NEW CONCEPTS PROVING FOR MODULES AND

INTERFACES BY SIMULATION/

TESTING/MOCK-UP

ELABORATION OF DRAFT

STANDARDSAGREED BY

THE RAILWAY INDUSTRY

(Industry and Operators)

IDENTIFICATION OF COMPONENTS

CANDIDATES FOR STANDARDISATION

REQUIREMENTS ELABORATION (FRS/ORS/SyRS)

MODTRAIN road map


Planned activities until the end of the project

• Finalise complete set of ORS documents (Operators / Industry to agree on open points & Operators Group to release the remaining ORS)

• EUCAB testing (functional mock-up) in SIMUFER (Lille), early 2007 • Complete the Functional Interface Specifications (FIS)• Specifications for EN standards based on MODTRAIN components

standardisation• Complete generic subsystem architectures for onboard electrical

energy supply (MODPOWER), with the aim of achieving one standardised architecture per type of train

• Carry out simulation activities to ensure the consistency and validity of the defined FIS / FRS

• Ensure a close collaboration with MODBRAKE (Official starting date: 1st of June 2006)

• Co-ordinate MODTRAIN activities with EUDD+ project


INNOTRACK - Innovative Track Systems

• 35 participants with commitments of several leading infrastructure managers as e.g. DB AG, NR, RFF, BV, supply industry (e.g. VAS, Corus, Alstom), constructors (e.g. Balfour Beatty), universities and others expertise• Total budget € 18,6 mi with EC funding of € 10,0 mi. Duration 2006-2010.• Unique opportunity to concentrate on the research issues that will contribute to the reduction of rail infrastructure Life Cycle Cost (LCC), increase of track performance and RAMS improvement.


Objectives of INNOTRACK

• First European project with comprehensive cooperation between Infrastructure Managers and Industry regarding the complete track construction • Most innovative project to deliver new products, processes and methodologies in order to achieve the ERRAC objectives• Significant LCC reductions and RAMS improvements in order to strengthen the competitiveness of railway sector in a persistent manner• Reduction of time to market of innovative solutions European wide (market driven interoperability)


The INNOTRACK cooperation


INNOVATION

PROCESSES– logistics processes (construction, inspection,

maintenance)– sensor technologies & signal processing

– soil improvement methods– innovative grinding methods

– improved welding techniques– preventive and planned

maintenance– inspection

techniques

PRODUCTS– new rail steel materials– optimised track components (sleepers, resilient

elements etc.)– innovative switch designs– improved driving and locking

devices (DLDs)– new subgrade treatments– new rail steel materials– new cost effective track forms METHODOLOGIES

– classification methods for track and vehicle characteristics– defining duty conditions from vehicle track interaction– assessment of technical and economical problems– Europe-wide accepted LCC and RAMS evaluations

Innovation the translation of research and development

into added value, reduced LCC and improved RAMS


INNOTRACK innovations

• All INNOTRACK deliverables shall have a commercial effect to reduce the costs for Infrastructure Managers regarding construction of new lines, renewals and maintenance

• Therefore the most modern technique is used in INNOTRACK including RAMS and LCC

• The target is to achieve 30% decrease reduction of costs over the lifecycle in a systematic and sustainable way

• After INNOTRACK the industry and the Infrastructure Managers have a common accepted European methodology


Railenergy Project Mission Statement

• The overall objective of Railenergy is to cut the energyconsumption in the railway system thus contributing to thereduction of life cycle costsof railway operation and ofCO2 emission.

• The project target is to achieve a 6% reductionof thespecific energy consumption of the rail system by 2020.

• This is done by addressing the energy efficiency of the integrated railway systemand to investigate and validate solutions ranging from the introduction of innovative traction technologies, components and layouts to the development of rolling stock, operation and infrastructure management strategies.


An Integrated Approach• Background: The 3 largest European networks are spending

€1.75 Billionon energy (20% increase last year!)

• Inter-relationship of railway sub-systems is highly complex,

especially with regard to assessing their consumption of energy

• Therefore, a fully integrated approach is the only way to

achieve true energy savings

• Generate new validation standards for the energy performance of

products and services and contribute to the European

harmonisation process


Identification of the Target


Railenergy Railenergy Railenergy Railenergy

ConceptConceptConceptConcept

StandardisedLanguage:

Terminology and metrics

Railenergy Management System

Structure:Railenergy Global Model:“Plug & Play” principle

Energy Management:

Decision support tool

User Inputs

Indicator selection

Needs & Require-

mentsInput Data

Trends

Existing

political & economicframework

System Configuration TreeSystem Configuration Tree

TopologiesTopologies TracksideTrackside

TractionTraction ComponentsComponents

Element XElement X Element YElement Y

Subsystem ZSubsystem Z Subsystem WSubsystem W

“what if” scenario building

Optimal Energy Efficiency Strategies

Model outputs

Cost benefit assessments


Railenergy IP – Facts & Figures

• Integrated Project co-funded by the EU under the 6th

Framework Programme (Coordinator: UNIFE with UIC as

operator’s coordinator)

• 27 partners across the EU

– RFI, BV, Trenitalia, RCA, Eurolum, UIC

• Project start: 01 September 2006

• Duration: 4 years

• Total budget: 14.0 Million € (8 Million € EC grant)

• UIC share: 1.4 Million € (0.8Million € ECgrant)


Railenergy Project outputs (1/2)

• Relevant baseline figures and scenarios for selected reference systems

• A system-based concept for modelling energy consumption

• A common and standardised methodology to determine energy consumption by rail sub-systems and components in the development and procurement phases

• An integrated simulation tool for energy consumption and LCC

• An integrated railway energy efficiency management approach & decision support tool


Railenergy Project outputs (2/2)

• Strategic energy efficiency targets for rolling stock, infrastructure and traffic management

• An Energy Management Module which could provide the operator with a diagnostic of their complete installation (main energy flows, and their distribution, power peaks and mean, links with energy contract subscription, real time and statistics…)

• New validated energy efficiency-oriented railway technologies for trackside and on-board sub-systems and equipment, developed in compliance with the new integrated approach

• Refined best practices for Railway Operators and Infrastructure Managers


InteGRail: INTElligent inteGration of RAILwaysystems

• The InteGRail concept: INFORMATION and KNOWLEDGE engine: to improve the RU and IM performance via authenticated access to information

• The InteGRail data model: to provide harmonised data contents, context and quality

• The InteGRail intelligent interfaces: to enable the link of companies’ legacy IT in a chain of controllable data and knowledge exchange

• The InteGRail improved monitoring & diagnostic tools and intelligent support to build knowledge

• The InteGRail management layer and tools: to enable the system control based on consensus agreement of actors


InteGRail Facts and Figures• Partners: 39 from 10 EU Countries

+ Chile

• Budget: about € 20 million

• Labour Effort: more than 1500Person Months

• EC Contribution: about € 11 million

• Commencement Date: January 1st, 2005

• Duration: 48 Months


• The project was and is considered as a project on INTEGRATION.

• This integration must facilitate the operations between the different domains represented by OPERATION, TRAFFIC MANAGEMENT, ROLLING STOCK, INFRASTRUCTURE and OVERALL PERFORMANCE.

• Competitiveness of the business process today is to be able to make the best use of the RIGHT INFORMATION at the RIGHT MOMENT at the RIGHT LEVEL:– To distribute and share information

– To assist in taking preventive or reactive decision

– To improve automation– To reduce cost of engineering or cost of use

– To develop added value services for RU/IM and passengers

InteGRail Key Drivers


Overall performance

Overall performance

PerformancesubsystemFleet

PerformancesubsystemFleet

PerformancesubsystemOperations

PerformancesubsystemOperations

PerformancesubsystemTraffic Management

PerformancesubsystemTraffic Management

PerformancesubsystemInfrastructure

PerformancesubsystemInfrastructure

Punctuality Punctuality Timetable RealisationTimetable Realisation........

ReliabilityReliabilityAvailabilityAvailabilityMaintainabilityMaintainabilitySafetySafety........

Punctuality Punctuality Timetable RealisationTimetable RealisationSafetySafety........

Key Performance Indicator examples:

ReliabilityReliabilityAvailabilityAvailabilityMaintainabilityMaintainabilitySafetySafety........

InteGRail approach


InteGRail Scope: The Business Process Model

Bus

ines

s P

roce

sses


Project Structure


InteGRail remit• InteGRail will enable

– information to be shared between railway stakeholders to enable optimisation of decision making for improved performance.

• It will identify – information that is needed to be shared (SP2)– ways of using the information more effectively for maintenance optimisation (SP3B)– ways of combining and using information effectively for management requirements

(SP3C)

• It will ensure – that the right information can be obtained (SP3A)– that the information can be transmitted effectively to the decision makers. (SP3D)

• It will demonstrate – that creating the right information and sharing will lead to performance improvement

(SP4)

• InteGRail will not replace existing systems.


European Rail Research Network of Excellence –

EURNEX-Strategic Objectives

� to promote the railway contribution to sustainable transport policy

� to integrate the fragmented European Rail research land scape toprovide European leadership => towards the European Rail Research Area

� to improve the competitiveness and economic stability of the Railway sector and industry

600 Researchers / 66 Institutes

6 Mio. € grant for integration

Durable business case

Coordinator FAV Berlin

Incl. UNIFE, UIC, UITP


Expected Outcome

The establishment of a virtual centre of knowledge, based on virtual centres concept enabling verifying the engineering process and interfaces; agreed test and validation methods, procedures and infrastructure for ‘interoperable product solutions’ and optimal system performance.


Duration and costs

• Start of the project: 01 January 2004• End of the project: 31 December 2007• Total project costs: 6,5 million €• UIC participation: 300 k€

• EU covered by contract: 300 k€


EURNEX Organisation towards sustainability

French Network

UK Network

German/Austrian Network

Nordic Network

Iberian Network

CEEC Network

Italian Network

UITP

9*

13*

8*

9*

6*

8*10*

* : number of members

The first stage: Establish one network of regions=> January 2004

The second stage:

Establish poles of excellence according to top-down and bottom-up approach=> March 2005

Advisory Board

Scientific Board

UIC

UNIFE

The third stage , lean management, monitoring and improvement of organisation after two years and with the final business plan=> 2007


⇒ ERRAC SRRA 2020 research priorities (guideline)

⇒ Customer requirements, Advisory Board

⇒ Recommendations of EURNEX workpackage 3 “Research poles definition“

⇒ Self-evaluation of member capabilities

Poles of Excellence establishmentused four tracks as a integration of top-down and bottom-up approach:

EURNEX – Poles of Excellence driven by customer needs in a top down and bottom up approach

EURNEX members organise research to create the “European Rail Research Area“

EURNEX provides research products, activities and ser vices according to stakeholder / customer requirements in schedule, cos ts and quality


Partnership triangleClear task assignment and trusting cooperation

OPERATORS:- define operational requirement and operate the system- concentration on customer- integrated logistic provider- to improve business to increase market share

INDUSTRY-to develop and design the rail products- competition and cooperation- Risk and revenue partnership- LCC & RAMS optimisation

R & D – ERRAC/EURNEX- customer oriented research- industry driven research- priorities and consensus- from generic to applied Research, from research toinnovation and standardsR&TD

ORS

SYRS

FRS

TSI implementation – European/World standards


EURNEX provides corporate services in a de-centralised structure

EURNEX de-centralised corporate services

EURNEX Brussels office, e.g. at UNIFE

Direct access client/EURNEX excellencies

Partner in accession process

Corporate services supporting EURNEX Business with rail-sector wide added value (de-centralised)

� EURNEX EURail, the virtual rail university, first step: post graduate training

� Rail knowledge library within the KMS to preserve and to improve theintegrated knowledge on the rail system

� Neutral support for product qualification methods (e.g. for the ERA),railway testing and simulation

� Gender equality promoting activities to skill women for leading positionsin rail research

� Corporate Network Services for business development


UIC task in the project

• The basic structure of EURNEX is to integrate the key sources of excellence as represented by the regional networks identified above, link with UIC, UNIFE and UITP.

• UIC represents railway owners and operators. UIC activity: Dissemination activity, Knowledge Management System (KMS) hosted at UIC, representative of Executive Committee, Advisory Board and Council and representatives in each pole.


Why do we needKnowledge Management ? - Objectives

• Collect, share and consolidate Rail Research Knowledge

• Provide easy access to Knowledge to Scientists

• Facilitate communication between core experts of Poles

• Act as an incentive system for further research contracts

• Provide showcase of RR excellencies in Europe

• Provide selected RR Knowledge to Customers (Library)


The knowledge workflow with the KMS


The Various Path to search & find out the Knowledge :


Knowledge=Power!


Thank you for your attention!!!

ec fp 6 projects with uic participation: some examples · ec fp 6 projects with uic participation:...

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