Working Groups
Six corridor working groups (WG), which are staffed with expert personal from the infrastructure managers, are continuously working on topics, which are fundamental and of high significance to the corridor as well as to pioneer the general development of interoperability and European standards. The works comprise also harmonisation of operational rules, engineering rules and cross border procedures as well as continuous monitoring of traffic demand and quality improvement on the corridor.
Each working group is managed by one of the Programme infrastructure managers (PIMs) of the corridor organisation, who at the same times are responsible within their IM organisations for the coordination and reporting of the national project implementation. This double function of the PIMs assures the close coordination of working group tasks, project requirements for realisation and the corridor organisation PMO.
The PMO, which comprises the PIMs and the corridor programme leadership, defines the goals and actions of each working group based on an action plan and schedule. This enables the PIMs to monitor the work progress achieved and to provide profound input for the key performance indicators and reports of the PMO.
The working groups as well as the PMO meet on a regular basis to discuss, follow up and coordinate the work results.
This procedure allows perfect communication and enables the PMO to closely manage the coherent and efficient implementation of the Corridor Rotterdam-Genoa, as well as serving as role models for a comprehensive concept and congruent appearance of all European Corridors.
Working Group ERTMS
The ETCS deployment on the corridor needs more considerable works on fundamental issues of interoperability.
As a direct consequence engineering rules, system functionalities, system performance, parameters and procedures
as well as a concept for installation, homologation and acceptance works have to be analysed in detail, coordinated
and harmonised. Subsequently, the ERTMS working group is dealing with those subjects which are most vital for the corridor success.
One top level group – the WG ERTMS itself – is collecting and consolidating the work results of in total seven so
called expert groups, assigned to special topics of technical interoperability. Some of these groups have been set
up by Corridor A whereas others which are already working under the roof of the ERTMS users group or the ERA were
connected to the WG ERTMS of the corridor. The issue cross acceptance and homologation is treated in the work package (WP) implementation.
Working Group Operations
Three WP had been defined to cover the full scope of tasks: Operational Rules (OR); Training of Personnel (TP) and General Tasks (GT). The term interoperability is mainly used with regard to technical systems, but it is equally important to harmonise the rules and regulations of specific operational situation. That is exactly what the WG Operations has in mind: bringing the national rules for operating trains in line to make the traffic run more smoothly, without making any compromises with regard to safety. The WG Operations focuses on operational rules for normal and degraded mode plus the harmonisation of non-ERTMS rules and GSM-R operational rules.
Working Group Capacity
To measure the actual traffic on the corridor Rotterdam-Genoa, each year the traffic volume is counted and analysed. Five critical
corridor parameters (train length, axle load, speed, meter load and loading gauge) are analysed resulting in
a heterogeneous picture for the corridor. Standardising or harmonising these parameters is quite complex and requires
expensive infrastructure measures. Therefore, the WG identifies quick-wins focusing on the increase of the possible total train length
(up to 740m from buffer to buffer) on the parts of the corridor where it is not yet available.
By using this methodology full transparency is provided according to the actual market demands and firmly provisions in infrastructure projects made.
Working Group Terminals
The WG collected, analysed and reviewed several studies about terminals, intermodal traffic and rail infrastructure in general. A list of terminals with 45 terminal facilities was created, which will be the basis for further capacity analysis of the WG. Criteria for the selection of the terminals had been size (freight volume), distance to the main line of the corridor, significance of regional economy as well as adjoining major industries, and ownership, etc.
Capacity of ports/ terminals and connection tracks: The capacity of the selected terminals was analysed in detail for the set time horizons of 2007 (baseline), 2015, 2020 and 2025. It is planned to set up a list of the capacity bottlenecks, proposed solutions and a rough investment planning. The access to the terminals from the corridor main line (and v.v.) is vital to give the corridor a clear business perspective. This access may be limited by its line capacity, but also by other infrastructure parameters, such as ETCS equipment, electrification for traction power which might prevent locos and freight trains to travel seamless to/ from the major freight hubs for intermodal traffic. Regarding the approximately 50 selected terminals along the corridor, the necessary provisions for unrestricted connections of the terminals is part of the corridor consideration.
Working Group Traffic Quality
This working group comprises a whole range of tasks. First of all, monitoring the traffic performance is a permanent task. European performance managers installed at each IM shall network and meet on a regular basis to analyse quality problems and to submit adequate proposals for improvements. Moreover, it shall monitor the implementation of TAF TSI in the national (IM) projects.
The European Performance Regime (EPR) is a project which is basically driven by the UIC in cooperation with European IMs. The philosophy of EPR is to provide a financial incentive for quality improvements and not to give a full monetary compensation for the disturbance caused by a certain delay1. The actual traffic performance of each train is monitored, whereas the causes for a delay are identified and recorded based on UIC leaflet 450-2. In case of a delay, the originator is charged with a malus whereas an on-time arrival is rewarded with a bonus. Based on a reference model, a malus (bonus) means a payment into (from) a common fund. Many reference models had been discussed and tested in so called dry runs in the past. The IT system EOPT – hosted by RNE – delivers and computes the data for EPR.
International Capacity Allocation:
To enhance and to simplify the allocation of international train path capacity is the central target of this project. RNE developed a number of pre-constructed train paths for certain sections of corridors in 2008. Moreover, by harmonising the points in time for intermediate adjustments of the actual time table, the amount of intermediate adjustment could be reduced to 5 harmonised deadlines instead of a number of not harmonized deadlines. This leads to a higher reliability in planning and allocating international train paths.
The interface from Pathfinder to national planning systems is in preparation. As a temporary workaround the Excel based application “COBRA” (coordinated border adjustments) will help to coordinate the cross border planning with a reduced effort. COBRA is by no means a system competing with Pathfinder but a helpful intermediate solution.
Working Group Freight Regulation
On 9th November 2010 the Regulation (EU) No 913/2010 of the European Parliament and of the Council concerning a European rail network for competitive freight entered into force. This Regulation lays down rules for the establishment and organisation of international rail corridors for competitive rail freight with a view to the development of a European rail network for competitive freight. The Corridor Rotterdam-Genoa (Corridor A/1) plays a key role in the implementation of the Regulation No 913/2010, because the governance structures already exist and it has experience and best practice in managing corridor concepts. Most of the relevant rules and enhancement options have already been developed since 2003 and practised in the past.
On 13th January 2011 all involved infrastructure managers of the Corridor Rotterdam-Genoa set up the WG Freight Regulation which is in charge for the entire implementation of the Regulation No 913/2010 on the whole corridor. This includes the coordination and supervision of work packages to be performed by other working groups as well as the implementation process of the regulation. In addition, the WG Freight Regulation shall specify and define common corridor requirements which serve RNE as input for developing methods, processes and tools concerning the implementation of the Regulation No 913/2010.
1UIC press release nr. 126, 15.12.08 (UIC), p.9
