Brazil November 2012

Brazil November 2012 Poul Froesig, Senior adviser

EU rail legislationCurrent legal framework and organizational structure in Europe

How much of those principles can be used in Brazil?

Content


• Background

• Why do something?

• European organisation – Who does what?

• Decision and commitments

• The rail packages

• Interoperability and Technical specifications (TSI’s)

• Intraoperability for national train operation

• Other policies

Why establish a 3 pillar modelThe 3 pillars - Infrastructure – Operators – Authorities?

What shall be contained in future standards?

Brazil November 2012 Poul Froesig, Senior adviser ANTT

Opening the market for the train operators

Shorter life cycle for the electronic equipment

High cost for reinvestments standardisation needed

Flexible use of rolling stock (where possible e.g. Track gauge

Optimised safety handling /documenttion, approval procedures

Increasing the competision among suppliers

Better garanty for suppling spare parts

Increased performace, capacity, cost optimisation

How did Europe begin?

Poul Froesig, Senior adviser -

Brazill 2012 November 2012 Poul Froesig, Senior adviser -

1. The consolidation of a bi-ocean rail corridor, linking railways from Brazil, Paraguay, Argentina, Bolivia and Chile is also being studied

2. National and bordercrossing- Interoperability (border crossing operation)

and

- Intraoperability (National traffic) i.e. high speed, passenger trains (IC and Re), freight

3. High Speed Train Rio de Janeiro – São Paulo – Campinas

4. Other key objectives to be identified High Speed TrainRio de Janeiro – S

Brazilian Railways - How much IO?

The different type of rail operation in Europe(Scope extension of the TSI’s)

High-speedlines

Conventional TEN lines

Conventional main lines

Conventional regional lines

Conventional local lines

High-speed passenger trains

Conventional passenger/ freight trains

Local passenger trains

Brazil November 2012 Poul Frøsig

Political European Organization

Braziil November 2012 Poul Froesig, Senior adviser ANNT

• The European ParliamentVoice of the peopleJerzy Buzek , President of the European Parliament

• The council of MinistersVoice of the Member StatesJavier Solana, Secretary-General of the Council of the European Union and High Representative for Common Foreign and Security Policy

• The European CommissionPromoting the common interestJosé Manuel Barroso, President of the European Commission

3 Pillars


The European Union

The TreatiesEuropean Community domain (most of common policies)

Common foreign and

security policy

Police and judicial

cooperation in

criminal matters

The Treaties

The EU Institutions


European Council (summit)

Council of Ministers(Council of the EU)

European Parliament European Commission

Economic and Social Committee

Committee of the Regions

European Central Bank

European Investment Bank

Agencies

ERA

Court of Justice

Court of Auditors

"Brussels has decided…"


The term “Brussels” is often used in the media to refer to the EU institutions, most of which are located in the city of Brussels. EU laws are proposed by the European Commission but it is the Council of the European Union (ministers from the national governments) and the European Parliament (elected by the European citizens) that debate, amend and ultimately decide whether to pass these proposed laws.

How EU laws are made


Citizens, interests groups, experts: discuss, consult

Commission: makes formal proposal

Parliament and Council of Ministers: decide jointly

National or local authorities: implement

Commission and Court of Justice: monitor implementation

Policy context


• White Paper of 1996

• White Paper of 2001 on“European transport policy for 2010 : time to decide”

• Mid-term review of the White Paper of 2001 --- June 2006

• A sustainable future for transport: Towards an integrated, technology-led and user friendly system – June 2009

The EU approach :Creating a common European railway area


The cornerstones of the EU approach to improve the performance of rail transport are:

• Open access in rail transport to favour competition and create incentives for product innovation and service quality

• Fostering the interoperability of the national networks (and hence international services) through operational, technical and approval harmonization

• Develop a common rail safety approach to facilitate market access while maintaining a reasonably high level of safety

• Develop the trans-European Network for rail

The legal basis


.

- The EU Treaty - Title V – Transport – Article 71 - Title XV – Trans-European Networks – Article 156. .

EU regulatory framework for rail network access


- Network satements- TSI compliance- TSI opeational rules- Route book- Etc.

Infrastructur org.

Operator 1

Operator 2TSI

compliant

Regulative bodiesPrinciples e.g.

Charging

Priority rules(in case of congestion)

Allocation process

OthersE.g. compare with an airport the fast track access

Directives on Rail Network Access (1)


A) Directives of the “rail infrastructure package” 2001

2001/12/EC amending 91/440/EEC on the development of the Community’s railways

2001/13/EC amending 95/18/EC on railway licensing

2001/14/EC on the allocation of capacity and levying of rail infrastructure charges and safety certification .

B) 2nd railway package

Directive 2004/51/EC of 29 April 2004

Directives on Rail Network Access (2)


C) 3rd railway package:

Directive 2007/58/EC: open access rights for international rail passenger services

Regulation (EC) No 1371/2007 on rail passengers’ rights and obligations

Directives on Rail Network Access

Directives on Interoperability and Safety


A) Directives on interoperability: Directive 96/48/EC on the trans-European high-speed rail systemDirective 2001/16/EC on the trans-European conventional rail system

B) 2nd Railway PackageDirective 2004/50/EC of 29 April 2004Directive 2004/49/EC on safety on the Community’s railwaysRegulation EC/881/2004 establishing the European Railway Agency

C) 3rd Railway PackageDirective 2007/59/EC on European train driver’s licence

D) High speed and Conventional rail combined

Directive 2008/57/EC (2008)

Scope


• Facilitate, improve and develop international rail transport services within the EuropeanUnion and with third countries

• Contribute to the progressive creation of theinternal market in equipment and serviceswithin the Community contribute to theinteroperability of the rail system within theCommunity

• Through technical harmonisation|

European Legal Framework


Directive 96/48: Interoperability on the High Speed TENDirective 2001/16: Interoperability on the Conventional TENDirective 2004/50 modifying 96/48 and 2001/16Directive 2004/49/EC: Safety Directive – establishes the NSAsDirective 2007/32 amending Annex VI of 96/48 and 2001/16

Directive 2008/57/EC on the Interoperability of the Rail System within the Community (covering both HS and CR and extended to the whole of the European Network)Directive 2008/110/ EC amending directive on railway safety (giving duties to the entity in charge of maintenance)

Regulation 1335/2008 modifying Regulation 881/2004 establishing the ERA and assigning missions

Proposal: Possible future tasks of ANTT ?


Draft and/or revise Technical Specifications for Brazilian Interoperability in the areas of? (The Brazilian TSI’s)

Authorization of Vehicles and Operators Draft recommendations for the determination of the

competences and the assessment of the staff involved in operation and maintenance (drivers, operational staff etc.)

Develop a Brazilian certification system for maintenance workshops

Propose content a Brazilian national vehicle register NVR, type register of rolling stocks (border crossing included?)

Organize and Facilitate the cooperation of independent organizations for approving the TSI compliance (in EU called the Notified Bodies

Performing an economic evaluation

Interoperability and Intraoperability in Brazil?

Proposal: Tasks of a future Brazilian Rail Agency


Safety – Brazil or more countries?

On the basis of a Safety Directive develop Common Safety Methods (CSM), Common Safety Targets (CST) and Common Safety Indicators (CSI)

Harmonize issuing and assessment procedures of Safety Certificates and Safety Authorizations

Facilitate cooperation among National Safety Authorities, if you have several or with neighboring countries

Facilitate cooperation among National Investigating Bodies

Future guidelines for procurement?

European ERA organization


App. 150 people from 19 nationalities

Recognised rail org. give input to ERA i.e.- CER (The operators)- EIM (The IF managers)- Partly UIC case by

case

Cenelec and ETSI develop standards. Those are often referenced in the TSI

What is ERTMS ETCS and GSM-R?

Poul Froesig, Senior adviser -

A very flexible control system with several options for implemetion, but based European standards, operational rules, Interoperability

Eurobalise Euroloop

Eurocab

Level 1

- empty - empty

ETCS: Level 1 architectureIncluding the Limited supervision mode (LS)The LS mode is a cost optimised transition

LEU

Train detection maintained

Eurobalise

Cab signalling, fixed block

Level 1Eurocab

- empty - Level 2

ETCS: Level 2 architecture

GSM - R Interlocking andRadio block

Train detection maintained

Eurobalise

Interlocking and Radio block

Eurocab

Level 1 Level 2 Level 3Integrity

Optimal use of ETCS: Level 3 architecture

Cab signalling, virtual block

GSM - R

Train detaction only at specific locations e.g. shunting

Eurobalise

Interlocking and Radio block

Eurocab

Level 1 Level 2 Level 3Integrity

ERTMS REGIONAL, a level 3 architecture

ERTMS REGIONAL a track side ERTMS concept GSM - R

Object controller

Train detection only at specific locations e.g. Shunting areas

What is ERTMS Regional?An EU compliant track side train operation at low cost


• A cost optimised track side TSI CCS ERTMS compliant solution• TSI compliant use of the GSM-R radio system• TSI compliant operation with ERTMS on boards• Introduction of a centralised remote controlled operation• Makes a good business case for regional lines compared to a full level 2 application, when replacing the e.g. interlockings etc.•Open interfaces to essential components track side (reducing the life cycle costs)

ERTMS REGIONAL: Cost saving factors


Staff reduction in stations (Integrated Train managements System)Less track side equipment (e.g. no complete radio coverage)No traditional local interlocking, no line side signals, Minimising cables by controlling objects via radioTrack circuits and axle counters only on special locationsMinimised trackside equipment will minimise maintenanceOpen interfaces to objects and sub systems

Precondition: Consider country wide the additional costs for All trains shall be equipped with ERTMS operating on the line GSM-R shall be introduced The train operation scenarios in the transitions (e.g. signals)

Status for ERTMS Regional


First world wide implementation in Sweden i 2012

Improvements are still neededOpotunities for Brazil

The specifications for the management part of the system still needs improvement

The systems needs to work mode reliable than it does to-day The operational rules for a level 3 application needs to be

more detailed specificied The open interfaces need a European acceptance of the

railways and industry (At present only 1 railway and one supplier) (Not really yet an open market)

Train Integrity specifications and management of those

… eliminates the need for trackside equipment, signals & trackcircuits

ETMS Regional…

The challenge is to establish Interoperability and Intraoperability

Brazil November 2012 Poul Froesig, Senior adviser TT

Thank you for your kind attention

Poul Froesig, Senior adviser on Interoperability, TSI’s and ERTMS(Former UIC ERTMS project manager and railway speaker of the TSI CCS group)

Contact détails:

E mail:[email protected]

Phone + 45 4484 2879 or mobil: +45 2710 4364

Madumvej 42DK 2610 Roedovre

Denmark


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Brazil November 2012