European rail vehicle and infrastructure databases study Presentation of final report Mick Haynes, Project Director, and the Atos consultancy team NMBS/SNCB HQ Brussels 5th October 2011
Agenda ▶ 1. Welcome ▶ 2. Introduction and background ▶ 3. Overview of the study ▶ 4. Results of the questionnaires and interviews ▶ 5. Presentation of the main ‘gaps’ ▶ LUNCH ▶ 6. Introduction to the solution – principles ▶ 7. Impact on the existing architecture 7.1 Databases – 7.2 Interfaces – 7.3 Pointers – ▶ 8. Technical feasibility ▶ 9. The way forward Phasing – Costs and benefits – Governance – ▶ 10. Summary and discussion 2
The consultancy team ▶ Mick Haynes Project Director ▶ Chris Dugdale Lead consultant ▶ Fraser Mitchell Consultant and project manager ▶ Steve Shaw Consultant (vehicle data) ▶ Peter Beevers Technical consultant 3
Introduction ▶ Consultancy study under contract to the European Commission ▶ Linked to the work of a Task Force established by the European Commission following the 51st meeting of RISC (the Rail Interoperability and Safety Committee) ▶ The task of the consultants is summarised as: - “Before taking any decision on the technical aspect of a real-time data exchange system, there is a need for a detailed overview on data requirements which arise from the European Railway Regulatory Framework, including Safety and Interoperability Directives (and the related secondary legislation e.g. technical specifications for interoperability), on market needs for real time data exchange, and on existing IT applications in operation or being developed in Europe. The study will determine if these applications make it possible to fulfil the requirements. The study will then recommend a real-time data exchange system from the technical, governance and financial aspects. Finally, the study will examine the technical and economic feasibility of it.” 4
Introduction and background ▶ The TAF-TSI (Regulation (EC) 62/2006) sets out a structure of mandatory messages and databases for freight. The TAP-TSI is very similar. ▶ Only these two TSIs require the use of IT and telematics, ▶ Other TSIs, other EU law, and international conventions create other obligations to exchange data but do not specify the means 5
Overview of the study ▶ Phase 3 recommended options ▶ Phase 1 fact finding ▶ Work up the available ▶ Questionnaires options and ▶ Interviews recommendations ▶ Extract the requirements in the legislation ▶ Phase 4 feasibility ▶ Phase 2 assessment ▶ Technical and economic ▶ Assessment of fulfilment feasibility of legislation ▶ Governance ▶ Gaps ▶ Data issues ▶ Technical requirements 6
Questionnaires ▶ Questionnaire in three parts: ▶ Policy and strategic issues consultation (sent to all stakeholders) ▶ IT systems and databases in use and whether compliant or not Infrastructure register • Vehicle registers • Consignment data Each organisation only received • the IT questionnaires relevant Train pathing • to its role Train operations • Vehicle operations • Vehicle maintenance and repair • ▶ Sent to/replied: ▶ National safety/regulatory bodies (27/6) - 22% ▶ Nineteen vehicle keepers (19/5) – 26% ▶ Railway undertakings (37/5) - 14% ▶ Twenty-three infrastructure managers (23/6) - 26% ▶ Twenty-one industry associations (21/3) - 14% 7
Results of the questionnaires – policy/strategy ▶ As expected, individual views submitted tended to be related to the role of the organisation in the industry. ▶ However some themes emerged: ▶ Centralised databases of vehicle technical information were favoured (NVR as minimum)) ▶ Keepers and ECMs are entitled to be supplied with information from other parties such as RUs at least daily for maintenance/fleet purposes ▶ Keepers/ECMs should coordinate maintenance information ▶ Benefits seen in electronically accessible databases for infrastructure capability ▶ Network statements should be linked to infrastructure DBs ▶ IRNDBs should be integrated with infrastructure DBs ▶ Safety-related data should be excluded from the TAF-TSI messages ▶ Common-use databases & registers should be under industry control ▶ TAF-TSI should apply to all freight services, international and domestic The results should be treated with some caution because the number of responses was small 8
Results of the questionnaires – IT systems (1) ▶ Infrastructure register ▶ Most respondents have an electronic system for infrastructure data ▶ Infrastructure restrictions ▶ All respondents have a system but indicated changes needed for TAF-TSI ▶ Vehicle registers ▶ All respondents had electronic records however none are fully compliant with TAF-TSI. Respondents said that systems would be compliant at the end of SEDP roll-out ▶ Consignment notes ▶ All the RU respondents operated such systems, which in some cases generated records for a billing system 9
Results of the questionnaires – IT systems (2) ▶ Train pathing ▶ All respondents operated or used such systems ▶ Train operations ▶ All respondents had such systems in use, one respondent for over 40 years. The information was usually made available electronically to RUs ▶ Vehicle operations ▶ All respondents had systems. Respondents said that systems would be compliant with TAF-TSI at the end of SEDP roll-out. ▶ Vehicle maintenance and repair ▶ All respondents reported favourably on their systems, some of which are commercial-off-the-shelf (COTS) 10
Results of the questionnaires – REX ▶ Difficulty with integrating a new system with other existing systems. ▶ Many existing systems have been in operation for many years, some are decades old, with obsolete platforms and various other incompatibilities. ▶ Difficulties with data quality, especially from external parties. ▶ This can force the need for costly data checking and manual correction processes negating the system benefits. On the other hand, other organisations reported improvements in data quality ▶ Benefits for processes that had previously relied on paper documents, and low tech office tools like fax and e-mail. ▶ Benefits were reported by most organisations from the various systems they had implemented ▶ Benefits due to system making data available to organisations not directly involved. ▶ Example given was engineering being able to use vehicle movement information to improve maintenance and reduce costs The results should be treated with some caution because the number of responses was small 11
Results of the questionnaires – state of the art ▶ Systems covered a wide spread of technology, from 40 year old mainframe- based systems in one IM, and use of MS Excel in another, to leading edge systems that had only recently been introduced. ▶ The newer, smaller, railway undertakings have only limited funds available for IT development, so carry on using existing systems, or purchase modern COTS products. ▶ For some functions such as asset maintenance there is sharing of development costs by purchase of ‘modern’ commercial products. 12
Results of the interviews – main points ▶ None of the interviewees IT systems was 100% compliant with legislation ▶ however stakeholders pointed to a substantial measure of compliance and to developments that would increase the level of compliance. ▶ Relationships within the industry are complex, therefore data exchange is also likely to be complex. ▶ There is a need to ensure that any solutions take into account the needs of small and medium enterprises (SMEs). ▶ Only one of the stakeholders was able to identify a development which would deliver substantial and defined savings ▶ It is acceptable to legislate on the principles of any system, but stakeholders should be free to find their own means of satisfying them. ▶ In particular proprietary databases should not be mandated, for example ▶ Solutions need to also take into account countries outside the EU. 13
Analysis of ‘gaps’ ▶ This section of the presentation ▶ Introduces the ‘gap analysis’ and lists the unfulfilled data needs found by the team when considering the overall picture of the TSI requirements for interfaces and databases in meeting the objectives of the TSIs ▶ Presents the ‘gaps’ ▶ Presents the ‘big picture’ visualising the total TSI requirements ▶ A question and answer session on the ‘gaps’ we have presented 14
Analysis of ‘gaps’ ▶ General “Health warning” ▶ The consultant’s proposals, and to a lesser extent the gaps, do not fit into a simple single activities. We identified fourteen but only the major ones are presented ▶ Summary of the major gaps: ▶ Providing railway undertakings with vehicle technical data ▶ Supplying the keeper with vehicle performance data ▶ Supplying incident data to customers ▶ Enhanced data in the wagon order message ▶ Vehicle search enquiry ▶ Keeper access to vehicle information ▶ Handover and interchange process ▶ Accessing the infrastructure file ▶ Train running information 15
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