4th IN T E R N A T IO N A L C O N F E R E N C E
T R A N SP O R T SY S T E M S T E L E M A T IC S T S T ’04
ZE SZ Y T Y N A UK O W E P O L IT EC H N IK I ŚLĄSKIEJ 2004
T R A N SP O R T z.55, n r kol. 1657
Telematic Application f o r Freight o f Technical Specification f o r interoperability as a means o f revitalisation European Railways
H enryk P O G R Z E B S K I1 A ndrzej T O R U N2
T E L E M A T IC A P P L IC A T IO N FO R F R E IG H T O F TSI
TAF TSI has foreseen recognisable changes within the European market and it improves the service for customers. IM (m) and RU(n) are in a network business competing against stand-alone businesses (e.g. trucks) with simpler business processes and supporting IT requirements. Therefore the TAF TSI is focused on the definition o f minimum criteria (necessary conditions) to help reducing handling costs. The scope o f TSI Telematic covers the whole information area between IM(m) - IM(m), RU(n) - RU(n), RU(n) - IM(m) and vice versa and also covers the information flow between a Rail Service Integrator (Lead RU(k)) and the various Service Providers in the railway arena.
PO D SY S T E M TSI - A P L IK A C JE T E L E M A T Y C Z N E D L A P R Z E W O Z Ó W T O W A R O W Y C H
TAF TSI uwzględniły przewidywane zmiany na europejskim rynku i ich wpływ na poprawę usług dla klientów. IM(m) i RU(n) są w sieciowym biznesie konkurującym z autonomicznymi biznesami (np.
samochodami) uproszczonymi procesami biznesowymi wspieranymi przez wymagane IT. Dlatego TAF TSI na zdefiniowaniu minimalnych kryteriów (niezbędnych warunków) by pomóc w redukowaniu kosztów eksploatacyjnych. Zakresem telematycznych TSI został objęty obszar między IM(m) -IM(p), RU(n) - RU(k), RU(n) - IM(m) i odwrotnie oraz także przepływy informacji m iędzy Integratorem Usług Kolejowych (LRU(k)) a innymi dostawcami usług na arenie kolejowej.
1. IN T R O D U C T IO N
The E uropean R ail Industry (e.g. individual R ailw ay U ndertakings (R U (n)), individual Infrastructure M anagers (IM (m )), p rivate w agon ow ners and term inal operators) is undergoing significant changes due to liberalisation, open access, purchase/sales contracts, replacem ent o f R IV regulations and F reight Q uality C harter (F ig .l).
1 PKP Information Technology, Ltd, Al. Jerozolimskie 140, 02-305 Warsaw, Poland, henryk.pogrzebski@ pkpik.pl
2 Railway Scientific and Technical Centre, Chlopickiego 50, 04-275 Warsaw, Poland, atorun@cntk.pl
and collaborative data exchange in o rd er to increase rail's com petitiveness versus o th e r modes o f transport.
It w as the task o f TA F T SI to define and describe these processes and the related m essages flow com m only w ith all partners o f the E uropean R ail Industry.
R U R ailw ay Undertaking Planning M ode: Contracts
IM In frastru ctu re M anager Execution M ode: Shipm ent order Post T rip : C o rrective action
F ig .l. Example for co-operation within the European Rail Industry
T e le m a tic a p p lic a tio n s fo r fre ig h t o f T S I 349
2. SC O PE O F TSI T E L E M A T IC A PP L IC A T IO N S F O R FR EIG H T
T he scope o f T SI T elem atic A pplications fo r F reight (Fig.2) covers the information flow required for interoperability3 w ithin the "Y ellow " area (Inside T SI A rea ...) between IM (m)4 - IM (p), R U (n) 5 - RU (k), R U (n) - IM (m ) and vice versa.
T A F T SI did not cover the inform ation flow betw een custom er and RU (n), for this is an area o f individual business to differentiate from com petitors. N evertheless the TA F TSI ensures th at the data required by R U (n) to interface w ith custom ers is available and o f high quality. P lanning and p o st trip processes w ere excluded, b u t the interfaces to these processes or to existing projects w ere taken into account.
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Fig.2. Area o f Telematic Applications for Freight o f the TSI
3 Interoperability means efficient interchange o f information at all times best adapted, with regard to quality and quantity, to changing requirements so that the transport process may remain as economically viable as possible and that freight transport on rail maintains its hold on the market against the intense competition it has to face.
Espcially, it means interoperability between modes o f transport, in particular between conventional rail transport and combined rail transport
4 Infrastructure M anager IIMl: means any body or undertaking that is responsible, in particular, for establishing and maintaining railway infrastructure. This may also include the management o f infrastructure control and safety systems. The functions o f the infrastructure manager on a network or part o f a network may be allocated to different bodies or undertakings;
5 Railway Undertaking (RUi is defined as any public or private undertaking, licensed according to applicable Community legislation, the principal business o f which is to provide services for the transport o f goods and/or passengers by rail with a requirement that the undertaking must ensure traction; this also includes undertakings which provide traction only.
3. E X IS T IN G P R O JE C T S A N D IN IT IA T IV E S
D uring th e w riting o f the TA F TSI:
"non E U -projects" as w ell as "non-C E N standards" w ere taken into account, but due to the EC regulations they w ere not explicitly m entioned.
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Fig.3. Overview o f Rail Industry systems in planning, execution and post trip mode
- P rojects (Fig.3), w hich started during the w riting o f the T A F T SI like C robit, EUROPTI- R A IL S, w ere taken into account and checked, w h eth er they are in line w ith the T A F TSI.
A s the T A F T SI is in general stable since July 2003, the projects o r initiatives, which started after that date should have taken into account the requirem ents o f the TA F TSI.
E xisting p rojects (Fig.3) w ere analysed. T hey influenced the system design behind the T A F TSI. E xam ples: P athfinder, R N E N etw ork statem ent, H erm es, O R F E U S , ISR, Cesar or the O ptirail study II as th e “F unctional R equirem ent S pecification” for E U R O PT IR A IL .
T e le m a tic a p p lic a tio n s fo r fre ig h t o f T S I 351
4. C H A R A C T E R IS T IC S O F TH E T E L EM A T IC APPLICATIONS F O R F R E IG H T SU B SY S TE M
T he T rans-E uropean conventional rail system , to w hich D irective 2001/16/EC6 applies and o f w hich the T elem atic A pplications Subsystem is a part, is an integrated system w hose consistency m ust be verified. This consistency m ust be checked in particular w ith reg a rd to the specifications o f the subsystem , its interfaces vis-a-vis the system s in w hich it is integrated, as w ell as the operating and m aintenance rules.
T he subsystem T elem atic A pplications for F reight is defined by Annex II o f the D irective 2001/16/E C 5, section 2.5 (b) that includes in particular:
• A pplications for freight services (real-tim e m onitoring o f freight and trains),
• M arshalling and allocation system s, w hereby u nder allocation system s is understood train com position,
• R eservation system s, w hereby here is understood the train path reservation,
• M anagem ent o f connections w ith other m odes o f transport and production o f electronic accom panying docum ents.
S ettlem ents system s for custom ers are n o t in th e scope o f this TSI, n o r are such system s for paym ent and invoicing betw een various participants o f transport process such as railw ay undertakings or infrastructure m anagers. T he system design behind the data exchange, how ever, provides the inform ation n eeded as a basis for settlem ents resulting from the transport services.
T he long term planning o f the tim etables is out w ith the scope of this T elem atic A pplications TSI. N evertheless at som e points there w ill be reference to the outcom e o f the long term planning in so far as there is a relationship to the execution mode.
5. O V E R V IE W OF TH E SU B SY S TE M D ESC R IPTIO N
T his TSI takes into account the present participant o f railw ay transport process and the various possible S ervice P roviders o f the future involved in freight transport as they are for (this list is not exhaustive):
W agons L ocom otives D rivers
S w itching and H um p shunting Slot selling
S hipm ent m anagem ent T rain com position T rain O peration
T rain m onitoring T rain controlling S hipm ent m onitoring
Inspections & Repair o f W agon and / or L ocom otive
C ustom s clearance
O perating Interm odal Term inals H aulage m anagem ent
6 Directive 2001/16/EC o f The European Parliament and o f The Council o f 19 March 2001 on interoperability o f trans-European conventional rail system
20 0 1 /1 6 /E C 5.
In relation to th e co m m unication scenarios betw een infrastructure m anagers and app lican ts8 in the execution m ode o f a transport, only the IM (m ) and the R U (n) have to be c onsidered an d n o t all types o f applicants, w hich m ay b e relevant for the p lanning mode. In the execution m ode a defined IM (m ) - RU (n) relationship is alw ays given, for w hich the electronic data (m essages) exchange and the data storage is specified in th is TSI. The d efinition o f an ap p lica n t7 and the resulting p ath allocation possibilities rem ain uninfluenced.
A s above m entioned various services have to be provided for a freight transport. For exam ple, the p ro vision o f w agons. T his service can be related to a fleet m anager. I f this service for a tran sp o rt is one o f the services offered b y th e RU (n), the R U (n) acts also as Fleet m anager. A fleet m an ag er can m anage his ow n w agons and/or w agons from another wagon ow ner (another service p ro v id er fo r freight w agons). T he needs for this kind o f service p ro v id er are tak en into account independently o f w h eth er the legal entity o f the fleet m anager is an R U (n) o r not. I f th e service is offered b y an R U (n), the R U (n) acts as the service p ro v id er for th a t service.
W hen taking into account th e needs o f a custom er, one o f the services is to organise and m anage th e tran sp o rt line according to the com m itm ent to the custom er. T his service is pro v id ed b y th e L ead R ailw ay U ndertaking (L ead R U (n) o r LR U (n)). The L R U (n) is the single poin t o f contact fo r th e custom er. I f m ore than one railw ay u ndertaking is involved in the transport chain, the L R U (n) is also responsible for the co-ordination w ith the o ther railway undertakings.
T his service can also be u ndertaken by a forw arder o r b y any other entity. T he concrete involvem ent o f an R U (n) as L R U (n) can d iffer from one type o f transport flow to another. In the Interm odal business th e m anaging o f capacity in block trains and the p reparing o f waybills is done b y an Interm odal service integrator, w hich could be custom er for the LRU(n) afterw ards.
T he m ain point, how ever, is th at the R U (n) and the IM (m ) and all other Service P roviders (in the sense as defined above ) m ust w o rk together, either through co-operation and/or o pen access, to d eliv er seam less services to the custom er.
7 Directive 2001/14/EC o f 26 February 2001, on the allocation o f railway infrastructure capacity and levying for the use o f railw ay infrastructure and safety certification - Official Journal o f the European Communities L 75/29 - 15.3.2001
g
Applicant: means a licensed railway undertaking and/or an international grouping o f railway undertakings, and, in M em ber States which provide for such a possibility, other persons and/or legal entities with public service or commercial interest in procuring infrastructure capacity, such as public authorities under Regulation (EEC) No 1191/69 and shippers, freight forwarders and combined transport operators, for the operation o f railway services on their respective territories;
T e le m a tic a p p lic a tio n s fo r fre ig h t o f T S I 353
6. PR O C E SS E S
T he T SI for the railw ay freight transport industry is lim ited according to Directive 2001/16/E C 5 to IM (m ) and R U (n) / LR U (n) w ith reference to their direct custom ers.
In the ex ecution m ode, th e activity o f an L R U (n), regarding a consignm ent, starts with the receipt o f the consignm ent note from its custom er and, for exam ple, for w agon loads with the release tim e o f the w agons. T he L R U (n) creates a prelim inary trip plan (based on experience and/or contract) for the transport journey. I f the L R U (n) intends to have the wagon load in a train u n d er O pen A ccess m ode (the L R U (n) operates the train for the complete journey), the prelim inary trip plan is p e r se the final one. I f the LR U (n) intends to put the w agon load in a train w hich involves the co-operation o f other R U (n), he first has to find out w hich R U (n) he should address and at w hat tim e an interchange betw een tw o successive R U (n + l) can occur. The L R U (n) then prepares the prelim inary w agon orders individually for each R U (n) as subsets o f the full consignm ent note.
T he addressed R U (n) check the availability o f th e resources for the operation o f the w agons and the availability o f the train path. The responses from the various RU (n) enable the LR U (n) to refine the trip p lan o r to start the interrogation anew - perhaps even w ith other R U (n) - until th e trip plan finally fits custom er requirem ents.
The R U (n)/L R U (n) m ust in general have, at m inim um , the capability of:
D E FIN IN G Services in term s o f P rice and T ransit tim es, W agon supply (where applicable), w agon/interm odal unit inform ation (location, status and the w agon/interm odal u nit related estim ated tim e o f arrival (ETA ), w here consignm ent can be loaded on empty w agons, containers etc.,
D E L IV E R IN G The service that has been defined in a reliable, seam less m anner through the use o f com m on business processes and linked system s. T here m ust be a capability for R U (n), IM (m ) and other Service P roviders and stakeholders such as C ustom s to exchange inform ation electronically.
M E A S U R IN G T he q uality o f the service delivered com pared to w hat w as defined, i.e.
B illing accuracy against price quoted, actual transit tim es against com m itm ents, wagon ordered against supplied, ET A (n) against actual arrival tim es
O P E R A T IN G In a productive m anner in term s o f U tilization: T rain, Infrastructure and F leet capacity through the use o f B usiness Processes, System s and D ata Exchange required to support w agon/interm odal unit and T rain Scheduling
The R U (n)/LR U (n) as an applicant m ust also provide (through contracts w ith IM(m)) the required train path and m ust operate the train w ithin their jo u rn ey section. For the train path they m ay use already b o oked paths (in planning m ode) or they have to request an ad hoc train path from the infrastructure m anager (IM (m )) relevant for the jo u rn ey section(m ) over w hich the R U (n) operates the train. The follow ing figure 4 - w ith B, D and E as handover points betw een IM (m ) an d C and E as interchange points betw een RU(n).
° ngirL R U I C R U 2 E R U 3 Destination
1 1
1 1
A F
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Fig.4. Exam ple for train path request scenario
• RU (1) has to request a train path A -B from IM (1) and B-C from IM (2)
• R U (2) has to request a train path C-D from IM (2) and D -E from IM (3)
• R U (3) has to req u est a train p ath E -F from IM (4)
The com m unication during th e train ru nning betw een R U (n) and IM (m ) m ust alw ays be b ased on train and p ath num ber, w h ereb y the IM (m ) com m unicates w ith th e R U (n), w ho has bo oked the train path on his infrastructure. This m eans for the exam ple above:
• F o r th e jo u rn e y section A -B , IM ( 1) com m unicates w ith R U (1)
• F or the jo u rn e y section B -C , IM (2) com m unicates w ith RU (1)
• F or th e jo u rn e y section C -D , IM (2) com m unicates w ith RU (2)
• F or the jo u rn e y section D -E , IM (3) com m unicates w ith R U (2)
• F or the jo u rn e y section E-F, IM (4) com m unicates w ith R U (3)
I f an R U (n) provides th e com plete jo u rn e y A - F (O pen A ccess b y R U (n), no other R U (k) are involved), then each IM (m ) involved com m unicates directly w ith this R U (n) only.
T his “o pen ac ce ss” b y the R U (n) can be realised b y b o oking th e train path v ia “O ne Stop S hop” o r in sections w ith each IM (m ) directly. The TSI takes account both cases.
T his function refers to A rticle 23(1) o f the D irective 2001/14/E C 6. The dialogue process excludes obtaining the licence for an R U (n) prov id in g services in accordance w ith D irective 20 0 1/13/E C 9, the certification according to D irective 2001/14/E C 6 and access rights according to D irective 9 1 /4 4 0 /E C 10.
F or a cu sto m er th e m ost im portant inform ation is alw ays the estim ated tim e o f arrival (ET A ) for his shipm ent. F rom the inform ation exchange b etw een L R U (n) and IM (m ), in case o f O pen A ccess, ETA can be calculated. In the case o f co-operation m o d e w ith various R U (n), th e E T A an d also the estim ated tim es o f interchange (ET I(n)) can be determ ined from th e m essage exchange b etw een R U (n) an d IM (m ) and provided to the L R U (k) by the RU (n).
A lso determ ined from the inform ation exchange betw een IM (m ) and R U (n), the L R U (k) know s for exam ple:
- w h en the w agons departed from o r arrived at a y ard or at defined locations or
- w h en the respo n sib ility fo r the w agons w as transferred from one R U (n) to the next R U (n + l) in th e tran sp o rt chain.
9 DIRECTIVE 2001/13/EC OF THE EUROPEA N PARLIAM ENT AND OF THE COUNCIL o f 26 February 2001 amending Council D irective 95/18/EC on the licensing o f railway undertakings
10 Directive 91/440/EEC o f 29 July 1991 on the development o f the Community's railways
T e le m a tic a p p lic a tio n s fo r fre ig h t o f T S I 355
D eterm ined n o t only from the data exchange betw een IM (m ) and R U ( n ) , but also from the data exchange betw een R U (n) and L R U (k), various statistics m ay be produced:
- for - in the m edium term - p lanning th e p roduction process in greater detail and
- for - in the long term - carrying out strategic p lanning exercises and capacity studies (e.g.
n etw ork analyses, definition o f siding and m arshalling yards, rolling stock planning), but above all
- fo r im proving the quality o f the transport service and productivity.
T he h andling o f em pty w agons tak es on p articular relevance w hen considering interoperable w agons. In principle there is no difference in the handling o f loaded or em pty w agons. The transport o f em pty w agons is also b ased on w agon orders, whereby the fleet m anager for these em pty w agons m ust be considered as a custom er.
7. V IE W O F T A F IM PF E M E N T A T IO N STR A TEG Y IN EU
EC w ant to adopt the TSI T elem atic A pplication by EC R egulation. Therefore the representative bodies from the railw ay sector acting on a E uropean level as defined in Art. 3.2 o f R egulation 881/2004/E C should establish a Strategic E uropean D eploym ent Plan (SED P) for the TSI for C onventional Rail T elem atic A pplications for Freight (TA F TSI) according to the criteria specified in C h ap ter 7 o f the T A F TSI.
T he Strategic E uropean D eploym ent P lan m ust by delivered to C om m ision befor 2nd o f D ec. 2004, and SEPD should be available n o t later then one y ear after publication o f the R egulation.
C E R and A E IF T SI T A F W G prepared one o f view o f deploym ent strategy. SEPD p ap e r describe how rail industry (IM 's, R U 's and other com panies) m ust w o rk together at the EU lever to deliver the SEPD and T SI T A F, and define necessary steps to develop the plan.
B ecause T SI TA F define business p rocesses SED P m ust allow the sam e philosophy : C ustom er requirem ent - strategy - processe - IT application. It is m ean the TA F TSI takes business p rocesses and defines the required inform ation exchange to im prove rail industry m arket share b y increasing efficiency, service q uality and reducing freight handling costs.
SEPD G eneral rem arks
• The m ain purpose o f the SED P is to describe the com m only agreed
im plem entation and m igration plan o f all m andatory requirem ents o f the TAF TSI.
A n appropriate Strategic E uropean D eploym ent P lan is key for the T A F TSI im plem entation and realisation o f the benefits.
• T his plan is the instrum ent to co-ordinate, synchronise and p rioritise the necessary steps w ithin the E uropean rail industry, focussing the lim ited resources and budgets in line w ith the business requirem ents.
• In addition, all existing p rojects / initiatives and system s w ill be integrated w here they support the m andatory T A F T SI requirem ents.
• A ll other projects / initiatives and additional functionality w ill be taken into account. T hey w ill continue w ith their efforts in parallel.
• The com m only accepted SED P secures the investm ents o f the individual stakeholders during the im plem entation phase.
Step 0 P reparation o f the SE D P Project
• To m e et the required d eadline th e launch o f a SED P p ro ject b ased o n this p ap e r before the end o f 2005 is m andatory. A P reparation T ask F orce built from the already existing TSI D eplo y m en t Strategy C om m ittee an d open to all stakeholders in th e E uropean rail industry w ill m anage this task.
Step 1 A ssessm en t and F ram ew ork Plan
• F orm al set-up o f th e SED P p roject organisation
• C reate fram ew ork plan w ith logical steps (1. D raft o f the SED P)
• S end draft fram ew ork p la n to the R U s and IM s to check against their system s and processes
Step 2 Im pact an alysis o f the in d ivid u al en viron m en t on th e F ram ew ork plan Step 3 C on solid ation and finalisation, issue o f the com m on agreed SE D P Step 4: P arallel to Step 3: P reparation o f th e T A F TSI D ep loym en t O rganisation
and the organ isation to op erate the com m on com p onents.
M ore inform ation ab o u t SEP D w ill be p resen ted d uring T ST C onference.
8. G E N E R A L R E M A R K S
A n inform ation system is o nly as good as the data are reliable. T herefore the data, especially the p rim a ry respectively the pre-populated one, w hich plays a decisive role in the forw arding o f a consignm ent, a w agon o r a container m ust be accurate and captured econom ically w h ich m eans that the data (specially reference data) should be entered into the system o n ly once.
In the Interm odal tran sp o rt business at various points (called G atew ays) a w agon is not o nly con n ected to an o th er train, b u t also the Interm odal unit m ay be m oved from one w agon to another. A s a consequence it is not sufficient to w o rk w ith only a trip plan for w agons and therefore a trip p lan for the Interm odal U nits m ust also be draw n up by the Interm odal service integrator, i f this Interm odal service in tegrator is a RU (n).
The T S I for T elem atic A pplications S ubsystem defines the required inform ation, w hich has to be exchanged b etw een the different partners involved in a transport chain, an d perm its a standard m andatory data exchange process to be installed.
The successful im plem entation o f th e T A F T SI w ill depend on th e synchronisation by RUs and IM s o f existing and future system s and processes. T his integration w ill be facilitated by the T A F TSI C om m on Interface.
B IB L IO G R A PH Y
[1] The technical specification for interoperability relating to the subsystem Telematic Applications for Freight o f the Trans-European Conventional Rail System referred to in Article 6(1) o f Council Directive 2001/16/EC
[2] W orking papers o f TELEM ATIC Group
R e v ie w e r: P h. D . A n d rz e j B ia ło ń
