Agency: European Commission | Branch: FP7 | Program: CP | Phase: SEC-2010.2.1-1 | Award Amount: 40.00M | Year: 2011
SECUR-ED Project federates, with a delegated management and in a balanced manner, major operators and top industrial integrators to enhance the security of urban public transportation in medium and large cities, through live demonstrations. Based on the best practices, in a very diverse societal and legacy environment, SECUR-ED will aggregate a consistent and interoperable mix of technologies and processes, covering all aspects, from risk assessment to complete training packages. SECUR-ED rationale is to create a global European improvement in mass transportation security through the development of packaged modular solutions validated through the demonstrations, and made available to the full community of operators. The process will follow a strict methodology to translate the threats into a system-of-systems architecture and interoperability language, as well as in assessing the results obtained. The different modules (made up of best practices, procedures, training and hardware and software) are selected and packaged with standard interfaces, ready to be integrated. Similarly standard interfaces are developed to host such modules in the legacy transport infrastructures. With a good coverage of the diverse priorities, integration is performed in the networks of four cities (Madrid, Paris, Milan and Berlin), validating the security enhancement packages, becoming a showcase of this unique European initiative. This is only the start point: a set of medium size cities will then use the above tool-kit to assess their risks and design their own solutions through adapted demonstrations, staff training to best practices, technical upgrades To amplify the process, with the support of the professional associations, the Advisory Groups (Operators, First responders and Authorities) will conduct an active dissemination of the project results to the community of urban transport stakeholders in Europe.
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: SST.2010.1.1-3. | Award Amount: 8.16M | Year: 2011
Ground vibration, effected by rail services, is an important environmental concern, affecting European citizens nearby any rail infrastructure. Surveys show that many Europeans are subjected to annoying levels of feelable vibration and vibration-induced noise. Although solutions are available for track in tunnels, tracks at grade are a much more extensive problem even for vibration-induced noise. However, solutions for tracks at grade are lacking: for some problems currently no feasible solutions at reasonable cost are available. A group of railway operators, infrastructure managers, infrastructure and rolling stock manufacturers, and construction companies, end users of vibration mitigation technology, have gathered, to propose a major project for Railway Induced Vibration Abatement Solutions (RIVAS). They aim at providing tools and methods to reduce vibration below the threshold of annoynace and induced noise below background levels by 2013. The group includes the expertise of research organisations and universities with specialist laboratory and theoretical modelling facilities. The issues are treated in a holistic way with the focus on reducing the annoyance to lineside residents. The project examines all vibration effects and aspects of the system: vehicle, track, propagation, freight and high-speed rail services. WP1 establishes the test procedures to monitor and control the performance of vibration mitigation measures under realistic conditions WP2 develops and evaluates mitigation measures based on reducing the excitation of vibration at the vehicletrack interface by improved maintenance WP3 develops and evaluates mitigation measures for ballasted and slab tracks WP4 will develop and evaluate mitigation measures based on sub-grade improvement and ground barriers within the railway infrastructure WP5 addresses the impact of the vehicle Each of the solutions is to be validated with field tests on the major European rail networks represented in RIVAS
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: NMP.2011.4.0-2 | Award Amount: 14.75M | Year: 2012
The NeTTUN 54M project will enable groundbreaking change in the construction, management and maintenance of tunnels in pursuit of the goals of NMP.2011.4.0-2 via 9 focussed WPs addressing key scientific and technical challenges: (i) a multi-sensor ground prediction system for TBMs to enable effective look-ahead during boring; (ii) a robotic maintenance system that enables automation of inspection and exchange of drag bits and disc cutters; (iii) the design of cutter tools with increased lifetime; (iv) a system for modelling of global risks on tunnel projects in order to quantify and manage uncertainties; (v) systems for modelling and controlling the impact of tunnelling on surrounding structures; (vi) a Decision Support system for tunnel maintenance management. The improvements enabled by this work programme will enhance every aspect of the lifecycle of tunnelling: from design, to construction, and maintenance of Europes extensive tunnel legacy. Each of the 21 partners in the NeTTUN Consortium Industrial, Research and Development and SME has been invited to participate because of unique scientific expertise and tunnelling sector experience. Ecole Centrale de Lyon, a French top-level engineering school involved in international research, will be the NeTTUN project coordinator. NFM, the French Tunnel Boring Machine manufacturer, will manage the scientific and technical aspects of the project. Both these organisations will work as a team. NeTTUN project results will impact the tunnelling industry by enlarging business perspectives, with productivity increase; delivering underground operations with zero impact on surroundings; answering societal needs by improving safety; and strengthening competitiveness of European industry. The Consortium will demonstrate project results on the site of Metro Line C construction under Romes ancient monuments, as well as with OHL on the Guadalquivir, and Razel on the Frjus Tunnels. Dissemination, Exploitation and Gender Equality Committees will ensure the Consortiums activities and successful project results are promoted to the target audiences of the general public, the tunnelling industry and education and academic sectors.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2013.5-1. | Award Amount: 4.62M | Year: 2013
The transportation industry has for a long time been engaged in the application of new lightweight materials for primary structural design in an effort to develop more energy efficient structures to meet low emissions targets without compromising public safety. This is also true for the rail industry, but the implementation of new lightweight materials has been slow mainly due to the lack of suitable certification procedures addressing the specific operational requirements of a railway vehicle. Such procedures are necessary so that rail vehicle manufacturers and operators can be confident that rolling stock made of a new material will perform as intended and will be at least as safe as a vehicle made out of the material it replaces. The REFRESCO project aims to achieve this goal by creating the regulatory framework for the use of new structural materials in rail car bodies. The existing certification procedures will be analysed, gaps identified and test and assessment methodologies for both isotropic and orthotropic materials will be developed. It is expected that the output from REFRESCO will accelerate the implementation of new materials in transport applications improve the competitiveness of transport industries, ensure sustainable, efficient and affordable transport services will be available and will create new skills and job opportunities through research and development in new material technologies.
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 | Phase: SST.2013.2-1. | Award Amount: 10.93M | Year: 2013
The main scope of this Next Generation Train Control (NGTC) project is to analyse the commonality and differences of required functionality for mainline and urban lines and develop the convergence of both ETCS and CBTC systems, determining the level of commonality of architecture, hardware platforms, and system design that can be achieved. This will be accomplished by building on the experience of ETCS and its standardised train protection kernel, where the different manufacturers can deliver equipment based on the same standardised specifications and by using the experience the suppliers have gained by having developed very sophisticated and innovative CBTC systems around the world The goal is not to develop a system of one size fits all, but to make progress for all railway domains in terms of increasing the commonality in system design and hardware, with various benefits like increasing economies of scale for suppliers, and amongst other things for customers increasing the competition between suppliers, based on standardised functions and interfaces. On top of the synergy of both systems, the NGTC project will aim to apply new technologies to the new train control system. Based on worldwide market driven requirements, NGTC proposes research work on Satellite positioning, the further development of IP based radio communication and a system approach to the moving block concept that is inexistent at the moment. If necessary proposed modifications of the ERTMS message structure will be provided, to make it a scalable solution including urban applications, while maintaining the backward compatibility with the Baseline 3 ETCS message specifications
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SEC-2011.2.2-2 | Award Amount: 4.26M | Year: 2012
SECRET addresses the protection of railway infrastructure against EM attacks. Railway infrastructure is an attractive target for EM attacks, because of its familiarity and ease of access, with extended economic and security consequences. Today, the European rail network is evolving to harmonize the management system. This is reflected by new integrated technologies, adequate procedures and centralization of command centres. The new technologies facilitate the implementation of a harmonized system and improve the network competitiveness. However, they are also highly vulnerable to EM attacks (HPM and EMP). Railway actors fear this growing EM vulnerability and have no knowledge on the extent and severity of consequences. The risk of EM attacks is also increasing due to the higher use of interoperable systems (command/control, information systems). The harmonization of the European railway network results in a harmonized EM vulnerability. Thus, a device to generate EM attacks will have the same impact anywhere in Europe, facilitating the implementation of simultaneous EM attacks. Meanwhile, with the proliferation of wireless systems, access to radiated emission equipment is radically democratized, which facilitates the manufacture of EM interference transmitters able to disturb the technologies used for management of the railway network. Objectives of SECRET are to: -identify the vulnerability points at different levels (from the electronic to the systemic vision) -identify EM attack scenarios and risk assessment (service degradation, potential accidents, economic impacts) - identify public equipment which can be used to generate EM attacks -develop protection rules to strengthen the infrastructure (at electronic, architecture and systemic levels) -develop EM attack detection devices and processes -develop resilient architecture able to adequately react in case of EM attack detection -extract recommendations to ensure resiliency and contribute to standards
Agency: European Commission | Branch: FP7 | Program: CSA-SA | Phase: SST.2013.6-1. | Award Amount: 1.84M | Year: 2013
FOSTER RAIL addresses the broad support challenges of SST.2013.6-1. Strengthening the research and innovation strategies of the transport industries in Europe. This Research action is a Level 1 Coordination and Support Action aiming at supporting the land transport European Technology Platforms activities. This action will assist ERRAC and the other transport-related European technology platforms (ETP) in defining research needs for their strategies and programmes in order to realise the objectives of the Europe-2020 strategy and further on the vision of the White Paper 2011 for a competitive and resource-efficient future transport system. This will be done in consultation with the European Commission (EC) and Member States and Associated States (MS/AS). The FOSTER RAIL workplan has been structured into 8 Work Packages (WP) which correspond to a series of logical steps with a certain degree of inter-relation that will ensure the successful outcome of the project. Especially, FOSTER RAIL will integrate the work done so far by ERRAC and its Working Groups and will further develop this. FOSTER RAIL shall build on ERRAC-ROADMAP and continue to support and enhance cooperation between stakeholders, including decision-makers, and enhanced definition of strategic research and innovation needs. As regard research and innovation targeting co-modality and other multi-modal issues, FOSTER RAIL shall address them in supportive cooperation with other transport modes. Finally, this project will be an essential support tool to provide a relevant Strategic Rail Research and Innovation Agenda as well as a Rail Business Scenario for 2050. This Railway Business Scenario shall be the reference for future research agendas and technology roadmaps to be developed in the timeframe from now on until 2050.
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2012.5.2-1. | Award Amount: 4.11M | Year: 2012
Single wagonload (SWL) transport is still a major component in numerous European states transport systems and in the logistics of different economic sectors such as steel, chemical industry and automotive. However changing framework conditions and increasingly demanding market requirements have led to dramatic market losses and even to complete shutdown of SWL business in some countries. As this business segment has been evaluated as important for specific transports in a European co-modal transport system also in the future, significant improvements are needed. The ViWaS partners believe that for the success of SWL the following two issues might be crucial: (1) A viable SWL system is highly dependent on the critical mass. Thereby all options have to be considered to secure a high utilisation of the trains operated on the trunk lines, including a combined production with intermodal loads. (2) Only comprehensive and complementary measures are able to sustainably improve and preserve the European SWL systems in accordance with increasingly demanding market requirements. The ViWaS project will follow such a comprehensive approach; therefore aiming at the development of Market driven business models and production systems to secure the critical mass needed for SWL operations, New ways for Last mile infrastructure design and organisation to raise cost efficiency, Adapted SWL technologies to improve flexibility and equipment utilisation, Advanced SWL management procedures & ICT to raise quality, reliability and cost efficiency The applicability of these solutions and their effects will be proved on the basis of pilot business cases (by demonstrations). Thereby important findings will be gained for a European wide implementation of developed solutions. The ViWaS consortium includes railway operators (SBB Cargo, Fret SNCF, Bentheimer Eisenbahn), infrastructure providers (Interporto Bologna / IB innovation, technology partners (Eureka, Wascosa) and consulting/ scientific partners (ETH Zrich, TU Berlin, HaCon, NEW OPERA).
Agency: European Commission | Branch: FP7 | Program: CP-IP | Phase: SST.2011.5.2-5. | Award Amount: 7.97M | Year: 2011
The aim of this project is a step-change in railway capacity by reducing delays and improving traffic fluidity. This will be achieved by a partnership between railway industry experts, system integrators, small dynamic knowledge led companies and academic researchers. There are 4 levels of work: L1: High level principles, definitions and requirements to direct research L2: Methods and algorithms derived from L1 that improve capacity and reduce delay L3: Functional components using L2 methods and algorithms to show improvement in capacity and delay; and architecture linking the functional components, including information definitions, to distribute those components across environments and countries. L4: Demonstrators to show that the functional components can be built into industrial-strength systems The project will draw on previous research projects and national trials. Previously, railways have improved their own networks to remove bottlenecks and increase fluidity. Such changes have generally been done ad hoc so results and best practice have not been shared. Previous relevant academic research has, in general, been based on algorithm development. To apply the results of such research needs an understanding of the practical operating principles and the nature of delay initiation and propagation. This project will address both issues and deliver research-based results that can be freely applied to commercial traffic management and traffic planning tools.