Studies and Reports

UIP technical note on wagon markings

Guidelines developed by UIP Topical Committee Interoperability

Article 4, para 4 of the Safety Directive (2004/49/EG amended by 2008/110/EC) stipulates the “responsibility of each manufacturer, maintenance supplier, wagon keeper, service provider and procurement entity to ensure that rolling stock, installations, accessories and equipment and services supplied by them comply with the requirements and the conditions for use specified, so that they can be safely put into operation by the railway undertaking and/or infrastructure manager”.

According to a presentation form the Luxembourg NSA given in October 2014 “real life wagon markings” often do not correspond with the relevant provisions in place and wagons are subsequently marked incorrectly, e.g.:

  • 33 TEN 54 6985 000 – 0 with additional marking “G2”: The marking “TEN” with “3” as 1st digit because of G2 gauge is wrong. The correct marking should contain no “TEN” and the first digit should be “8”. In addition such wagon should have an authorisation plate indicating the Member States where the wagon has been authorised. Furthermore the “G2 gauge” is neither included in Appendix C of the “new” TSI WAG nor in the “old” TSI WAG, arcticle 7.1.2.
  • 37 TEN-RIV 84 7830 000 – 0 with additional “G1” marking: depending whether the authorisation for putting into service this car was granted according the “old” or “new” TSI WAG the correct marking should be either “TEN GE” and “G1” (“old” TSI WAG) or “TEN GE” and “G1” if authorised according “new” TSI WAG and if appendix C of this TSI WAG is completely fulfilled.

To mitigate this issue the NSA Luxembourg proposed to include in the TSI WAG Application Guide clear descriptions how vehicles should be marked correctly. This will be further discussed in the ERA Working Group “TSI WAG limited revision”.

Because of the importance and urgency of this issue and after discussions with the Luxembourg NSA UIP decided to already draft guidelines on correct wagon markings. These Guidelines are addressed to Wagon Keepers and ECMs and should facilitate the correct application of wagon marking provisions in force.

These guidelines are solely applicable to wagons which were authorised for placing into service according the provisions laid down in the TSI WAG (“old” or “new”).

UIP report on state of play of noise discussions at EU and national level

Report by UIP Topical Committee Economic Evaluation

Noise continues to be high on the agenda at European level where the European Commission is working towards legislative measures for noise reduction. Societal pressures regarding high noise receptions are creating political pressure to take action at European and national levels. While noise creation aspects are legislated at European level, noise reception is submitted to the subsidiary principles and legislated at a national level. At national level, almost all European countries have noise reception limit values for new railway lines and in almost all Member States limit values exist also for upgraded lines.

Initial considerations towards noise in rail transport were taken through the Interoperability Directive and the Noise Technical Specifications for Interoperability (TSI Noise). In addition, the Environmental Noise Directive (END) 2002/49/EC requires Member States to submit noise maps and action plans to assess the number of people exposed to different noise levels throughout Europe. The END does not define any noise limit values, nor does it prescribe the measures to be used in these action plans. As a consequence different pathways are being pursued at both European and national levels.

A common agreement is that noise is mostly driven from the wheel-track interaction and that retrofitting of existing freight wagons with LL- Brake Blocks is the most efficient method to reduce the noise emitted by such wagons. This paper provides an overview of the current and forthcoming legislative measures and initiatives by the EU and national activities in different European States related to noise reduction and retrofitting of rolling stock.

UIP FAQ on EU funding and financial framework

The rail freight industry is facing the challenge to provide sustainable, efficient and competitive services. With the ongoing economic instability and changing geopolitical priorities in Europe, the rail operators and infrastructure managers are prioritising their investments and national plans to passenger and high-speed rail services. Yet, in parallel, there is political pressure to increase rail freight transportation and reduce environmental pollution such as noise.

The European Commission and the Rail Sector recognise that freight performance and rail freight competitiveness depend on a number of factors: vehicles that meet the needs of the customer, smart and innovative logistics, flexible transport optimising the exploitation of market segments, and political will and commitment from the Member States to support and secure investments in rail freight.

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