Agency: European Commission | Branch: FP7 | Program: CSA-CA | Phase: SST.2012.2.5-2. | Award Amount: 962.83K | Year: 2012
The rapid development of Asian economies, particularly China, India and Russia has dramatically increased the trade volumes between Europe and Asia, with the largest trading partners of Europe actually being located in Asia. Nowadays, the most important trade loads are being transported between the two continents by sea. Railway transport, using the existing and new land routes for the Trans-Eurasian land bridge presents a viable alternative to the maritime routes, which is gaining significant momentum. Due to the origins and current nature of this rail land bridge, numerous issues need to be resolved to bring the system to a modern state of infrastructure, services and operations. Furthermore, to build the capacity to fully exploit the systems potential adaptation of new technologies, interoperability solutions and optimized operations should be considered. To support this objective, NEAR2 proposed the development of a Rail Research Network, drawing knowledge and expertise form leading institutions and researchers from both continents. The project capitalizes upon the existing structure and leverages the achievements of the existing European Rail Research Network and builds upon the reservoir of expertise of the proposed project partners gleaned from the most relevant past and on going research projects and other activities. The Network aims to become the resource arm of the relevant industry. NEAR2 will establish a unique, international, interdisciplinary research capacity with the goal of contributing in advancing a major sector of the regions economy, as well as broaden the knowledge basis of the railway research and practice.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2011.5.2-6. | Award Amount: 3.82M | Year: 2011
Europe needs a safe and cost effective transport network to encourage movement of goods and people within the EU and towards major markets in the East. This is central to European transport, economic and environmental policy. Many parts of Europes rail network were constructed in the mid 19th century long before the advent of modern construction standards. Historic levels of low investment, poor maintenance strategies and the deleterious effects of climate change (for example scour of bridge foundations due to flooding and rainfall induced landslides) has resulted in critical elements of the rail network such as bridges, tunnels and earthworks being at significant risk of failure. The consequence of failures of major infrastructure elements is severe and can include loss of life, significant replacement costs (typically measured in millions of Euros) and line closures which can often last for months. The SMART Rail project brings together experts in the areas of highway and railway infrastructure research, SMEs and railway authorities who are responsible for the safety of national infrastructure, The goal of the project is to reduce replacement costs, delay and provide environmentally friendly maintenance solutions for ageing infrastructure networks. This will be achieved through the development of state of the art methods to analyse and monitor the existing infrastructure and make realistic scientific assessments of safety. These engineering assessments of current state will be used to design remediation strategies to prolong the life of existing infrastructure in a cost-effective manner with minimal environmental impact.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: SST.2013.2-2. | Award Amount: 15.00M | Year: 2013
In 2011, the White Paper on European Transport reasserted how fundamental transport was for society, for the mobility of European citizens and for the growth and vitality of the European economy. CAPACITY4RAIL will deliver research that is innovative, prepares rail for the future and takes into account results from previous research projects and programmes. The project builds on previous useable results and will deliver both technical demonstrations and system wide guidelines and recommendations that will be the basis for future research and investment, increasing the capacities of rail networks in the future. The time used for infrastructure monitoring, maintenance and renewal means down time. New concepts for low maintenance infrastructure, using standardized and plug-and-play concepts will be proposed. Non-intrusive innovative monitoring techniques or self-monitoring infrastructure will be investigated, allowing low or no impact on train operations. The fragility of some key component of the infrastructure system (especially in extreme weather conditions) such as switches may impact the efficiency of the whole system. The resilience of switches to any kind of known failure will be reinforced, as well as the ability of the operation system to recover from incidents. Capacity enhancements will also be achieved by higher speed freight vehicles, allowing an optimized interleaving of freight trains into mixed traffic, and improved planning models for operation. Intermodal integration within the global transport system will be improved through enhanced transhipment of passengers and freight. CAPACITY4RAIL will also look towards 2030/2050, by proposing guidelines for future deployments in the mid-term, recommendations for technologies to de developed and deployed in the long term and investigating the key opportunities for funding these within national and EU funding schemes.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2008.4.1.1. | Award Amount: 5.58M | Year: 2009
There is an urgent need to have a confident toxicity measurement methodology that contributes to the existing level of surface transport fire safety, which is the most difficult issue to assess in case of fire. The lack of confidence in the robustness of the existing product toxicity classification forbids its acceptance as a standard which prevent the European industry from common safety rules and consequently competitiveness. Moreover, it is also important to have a holistic approach of fire safety design of vehicle being able to provide more flexible and economic solutions than the current approach. TRANSFEU undertakes to deliver both a reliable toxicity measurement methodology and a holistic fire safety approach for all kind of surface transport (trains, vessels, etc.). It will be based on a harmonized Fire Safety Engineering methodology which will link passive fire security with active fire security mode. This all embracing system is the key to attain optimum design solutions to respect fire safety objectives as an alternative to the prescriptive approach. It will help in the development of innovative solutions (design and products used for the building of the surface transport) which will better respect the environment. In order to reach these objectives new toxicity measurement methodology and related classification of materials, new numerical fire simulation tools, fire test methodology and a decision tool to optimize or explore new design in accordance to the fire safety requirements will be developed. A great effort of dissemination of TRANSFEU results with a significant contribution to European standardization process will also be undertaken. The participation of railway industrials, operators and fire science researchers, professional organisations for railway (UNIFE) and vessels (IMO) and finally standardisation organisations (CEN) demonstrates the great interest of TRANSFEU for the harmonisation of fire safety in all surface transports.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: SST.2010.1.1-3. | Award Amount: 4.90M | Year: 2011
As pointed out in the White paper for European transport the aim of the European rail operators is to increase the market share of goods traffic from 8 % in 2001 to 15 % in 2020. The nightly time slots will play an important in this. Railway vibration annoyance and sleep disturbance in residential areas is a potential show stopper for this increase. Therefore the aim of Cargovibes is to develop and assess measures to ensure acceptable levels of vibration for residents living in the vicinity of freight railway lines in order to facilitate the extension of freight traffic on rail. Existing evaluation criteria in use are deemed too strict and not based on relevant surveys. There are no uniform assessment methods available and knowledge about mitigation measures is fractured and hardly common. In this proposal the right criteria will be established, given the characteristics of freight traffic. Existing mitigation measures for conventional railway are not directly applicable to freight trains which generate a different soil vibration pattern than conventional railways in terms of vibration amplitudes and frequency contents. Viable efficient new mitigation measures for freight rail traffic will be designed and validated. In operational terms the project aims at developing a) criteria for the evaluation of the adverse effects. These criteria will be formulated as extensions of current guidelines. b) a protocol for the assessment of the effect of mitigation measures. c) three new mitigation measures: a measure for the rolling stock, one for the track and one in the propagation path. These measures will be pilot tested and validated in service. d) catalogue of mitigation measures, for use of railway community. To ensure that the project will generate products that can readily put to use, a Board of End Users will be put into place which will judge intermediate results and guide the developments in the course of the project.
Agency: European Commission | Branch: FP7 | Program: CP | Phase: SEC-2009-2.2-01 | Award Amount: 21.64M | Year: 2010
Facing the problem of enhancing the railway security with a systematic top-down approach (i.e. to search for an all-inclusive solution valid for all the conceivable threat scenarios) is judged by PROTECTRAIL members too ambitious even if it could generate potential economies of scale and effort rationalisation. The proposed PROTECTRAIL approach is therefore to split the problem of making the railway more secure into smaller asset-specific security problems (missions) for which it is easier to reach satisfactory solutions applicable and usable in different threat scenarios. Each sub-mission could be therefore better oriented to particularly significant areas of interest, resulting from risk analysis or from rail operator priorities. In a clear view of scope and performance goals, for each sub mission it will be easier to define, research and develop solutions in terms of architectures, technology deployment, as well as the necessary procedures, organizations to manage the specific issue. The PROTECTRAIL challenge is therefore to make interoperable the single asset-specific solutions and to conceive and design a modular architectural framework where each asset-specific solution can be plugged, that is the basis to assure a streamlined process of federation, integration and interoperability of respective solutions. The PROTECTRAIL project will address the following security sub-missions: protection of signal and power distribution systems against any terrorism act, track clearance, clearance of trains before and after daily use, staff clearance, luggage clearance control, passenger clearance control, freight clearance control, tracking and monitoring of rolling stock carrying dangerous goods, protection of communication and information systems, stations, buildings and infrastructure protection.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2011.2.5-1. | Award Amount: 3.70M | Year: 2011
The current authorisation process for placing into service rail vehicles according to Technical Specifications for Interoperability and national safety rules is a very long and costly process. The Technical Specifications for Interoperability (TSI) provide common regulations for the placing in service of rail vehicle, when such common understanding and harmonized rules exist. This is not the case for Electromagnetic Compatibility between rail vehicle and installed track circuits, which represents one of the major cost drivers in the authorisation process. Indeed each country has developed its own requirements and assessment process in many cases on an empirical basis and/or not even written down. The EUREMCO objective is to harmonise and reduce the certification process of rail vehicle against Electromagnetic Compatibility (EMC). The main concept of the project is to specify the conditions for cross-accepted certification all around Europe, through sound scientific methodologies allowing for the identification of the transfer functions to be applied to results obtained on different test tracks in different countries, for the same power supply system. For this purpose, a common understanding of transients very short and very high interference currents and a harmonized test procedure will be also developed. By addressing also non electrified lines, the EUREMCO project will cover the whole European railway network. By closing the corresponding open points in the TSIs, the EUREMCO project will lead to a time and cost reduction of the certification process of rail vehicle against Electromagnetic Compatibility issues, which correspond to an estimated saving of 60m for the next 15 years.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2011.4.1-2. | Award Amount: 3.87M | Year: 2011
The aim of the RESTRAIL project is to reduce the occurrence of suicides and trespasses on railway property and the costly service disruption these events cause, by providing the rail industry with an analysis and identification of cost-effective prevention and mitigation measures. The project starts by identifying the state of the art of best practices and research findings (inside and outside Europe) combined with an analysis of factors (internal to railways or external such as media communication) influencing the occurrence of suicides and trespasses and their consequences, based on official data sources and other collected data. This work will consider hotspots and other high risk access points such as level crossings, station platform ends and bridges. This is followed by an assessment of existing countermeasures (technical and soft) for reducing suicides, preventing trespasses and mitigating the consequences on rail operations. Attention will then be given to the development of new approaches particularly those involving soft measures. The project will demonstrate some selected measures in order to evaluate the findings and finally develop recommendations and guidelines. This project is led by railways since it is a rail related topic which aims to answer the concerns of the rail industry. However an essential feature of the project is the involvement of a wide range of relevant professional expert knowledge in the areas of human science and health, law enforcement, emergency services, education and social services, media and communication, road and rail. This will ensure the project output is of practical use to all who can be involved with suicides and trespasses. The final outcome will be a toolkit, accessible through a user friendly interface (for consultation and continuous update) in order to support the decision-makers in taking practical steps to reduce suicides and trespasses and to mitigate the consequences once an event occurs.
Rojek A.,Instytut Kolejnictwa
Przeglad Elektrotechniczny | Year: 2013
Before placing in service in the railway electrical traction high-speed circuit-breakers shall be the subject of conformity tests with standards. The paper includes a description of these tests. There are indicated defects of standards and differences between their requirements and real operating conditions of on-board and fixed installation high-speed circuit-breakers. Particularly it was focused on tests of short-circuit capacity, critical current breaking capacity and electrical endurance and coordination of short-circuit protection.
Rojek A.,Instytut Kolejnictwa
Przeglad Elektrotechniczny | Year: 2013
The output voltage of rectifier sets in not perfectly direct - it includes alternating components of frequencies resulted from a rectifier system and quality of a supply voltage. For the regard of negative influences higher harmonics on other systems of a railway infrastructure they have to be suppressed. Therefore filters are used. There are described these filters and are presented results of researches their effectiveness.