Studies and Reports

KWC study on transaction costs of different incentive models for retrofitting

Study to Determine the Transaction Costs of Different Incentive Models for Retrofitting the Freight Wagon Fleet with Composite Brake Blocks

The noise of rail traffic has received increasing attention from railways, industry, politics, associations and the people affected. While in the past most investment was put into noise protection measures on infrastructure and buildings (e.g. noise protection walls), new studies show that investment in noise protection on rolling stock is more efficient from a cost-benefit point of view. The main cause of rail freight traffic noise is cast iron brake blocks which roughen up the wheels. This leads to unevenness in the treads of the wheelsets and as a result to increased noise when running. With new types of composite brake blocks there are technical solutions available which can produce a significant reduction in the noise level of the wagon fleet.

At present different promotional programmes and incentive models are being discussed on the European and national state levels which aim to provide for a quick and comprehensive retrofitting of the complete wagon fleet. The range of models standing in the public domain extends from direct funding for retrofitting programmes through bonus models that depend on the distance wagons run to noise differentiated track access charge systems.

Based on their experience with the programme applied in Switzerland most sector players favour a direct grant for the retrofitting paid by the respective member state. Contrary, the European Commission thinks that a noise differentiated track access charge is the most suitable model as was clear from the 'Recast to the first railway package of the European Union', pub-lished in autumn 2010. In this document the possibility of noise differentiated track access charge was expressly mentioned. Representatives of the railway industry in Germany proposed an alternative concept at the beginning of 2010: A mileage related bonus for converted freight wagons paid directly to the wagon keepers.

To determine the transaction cost associated with these incentive models in case they where placed in operation the Verbands Deutscher Verkehrsunter-nehmen e.V. (VDV), [Association of German Transport Companies] the Vereinigung der Privatgüterwagen-Interessenten (VPI Hamburg), [Union of Private Freight Wagon Companies], Ahaus-Alstätter Eisenbahn Cargo AG (AAE), DB Netz AG, DB Schenker Rail GmbH, the European Rail Freight Association (ERFA) and the International Union of Railways (UIC) have commissioned this study.


Full report:

UIP RSRD² project for better exchange of information

RSRD²: the exchange of information


One of the most important requirements of the ECM certification in order to ensure safe operation of the European freight railway is the exchange of information/data between the actors, i.e. RU and ECM/keeper.

A freight wagon is mainly operated all over Europe, by many different RUs, sometimes across boarders. We can easily understand how difficult it is to fulfill this requirement in such a business framework.

In parallel with the drafting of the ECM certification by ERA, UIP is developing a Rolling Stock reference Database (RSRD²) in order to respond to the TAF TSI requirements (Telematic Application Freight). This RSRD² is planned to provide technical information to the RUs, including maintenance information and should allow RUs to provide information to the keepers and ECMs. The RSRD² comply with the GCU requirements as well.

That is the reason why this RSRD² will be able to be used by the ECMs and RUs in order to fulfill the ECM requirements and the RUs obligation to provide operational information.

RSRD² also includes a solution for collecting mileage data from multiple data service providers, to be selected by UIP.

A UIP project (lead by Günter Heindl - VPI Austria) has been set up containing 2 modules : The USER GROUP with the task to define the scope and content of the data base (lead by CA Rivière - UIP) and the IT development (lead by Jeremy Acklam – external IT consultant) with the task to define the technical specification and requirements.

The first phase, i.e. the Design Development Study (DDS) phase has been launched on the 19th April 2010.

UIP will regularly keep you informed on the status of the project.


UIP Guidelines on tank cleaning levels and cleaning key

Guidelines developed by UIP Superstructure Committee

With the present guideline, the UIP working group “Cleaning levels” intends to give users assistance with the aim of progressing towards a standardisation of appraisals.

The present issue of this guideline focuses initially on particularly controversial assessments. The UIP invites users to discuss any points and will gladly consider suggestions. The guideline can be expanded by the UIP if necessary.

This manual was developed by a working group of the UIP after their best knowledge. The UIP cleaning key supports a standard assessment of tank interiors and all items of equipment coming into contact with the product carried. It provides a basis for describing a cleaning condition of a tank. Detailed information on e.g. pores, adhesions or minor shading effects is to be agreed on additionally.