Studies and Reports

UIP report on Economic Assessment of ECM Certification

Report by UIP Topical Committee Economic Evaluation

In its Final Report “Economic Impact of New Rules and Regulations” (November 2011) UIP identified several cost drivers having significant impact on the wagon Keepers’ business and as such on rail freight competitiveness.

Amongst them, costs for the ECM Certification, required under the Commission Regulation (EU) 445/2011, also known as ECM Regulation, contribute to a considerable part of the increased costs for Wagon Owner / Keepers.

When drafting the Final Report in 2011, UIP assumed that Keepers with less than 1'000 wagons and / or few employees will most likely enter into service agreements with third party ECM rather than undergoing the whole and complex process of certification themselves. Based on these assumptions UIP estimated the average annual costs for ECM Certification as shown below:

  • ≥ 1’000 wagons: 78’750 €, i.e. 0,22 € per wagon and day;
  • ≥ 5’000 wagons: 155’875 €, i.e. 0,09 € per wagon and day;
  • ≥10’000 wagons: 233’500 €, i.e. 0,06 € per wagon and day.


UIP study on rail and road safety for accidents caused by technical failures

A comparative study from a competition perspective of mileage-related accidents caused by technical failure in vehicles/rolling stock and resulting in personal injury

 

The present study performs a comparison between the two modes of transport in terms of the number of persons killed as a result of accidents caused by technical failures in vehicles or rolling stock. For the years 2006 to 2010, the average value for rail freight, expressed in terms of tonne-kilometres, is 0.018. This means that in the EU 273 in the years 2006 to 2010, on average 0.018 persons per billion tonne-kilometres (tkm) died as a result of rail freight accidents that had been caused by technical failures in rolling stock. In other words, in the rail freight sector during this period, one person died as a result of a technical failure in rolling stock every 55.5 billion tkm. It is worth noting that during the period covered by this study – i.e. 2006 to 2010– there was only one fatal accident (Viareggio in 2009 with 32 fatalities). Otherwise the calculations would have produced an indicator of zero for rail freight.

By comparison, the figure for corresponding fatalities per billion tonne-kilometres in road freight for the period 2006 to 2010 lies between 0.032 (lower assumption of 1%) and 0.162 (upper assumption of 5%), making it approx. 2 to 9 times as high as for rail freight. Once again, we can express this indicator another way by saying that in road freight one person died as a result of a technical failure in vehicles every 6.2 billion tkm to 31.2 billion tkm.

These indicators show that safety levels in rail freight, measured in terms of accidents caused by a technical failure in rolling stock, are currently very high. The fact that rail freight performs favourably compared with road freight should by no means serve to justify abandoning efforts designed to achieve continual improvements in the safety levels for rail freight. Rail accidents caused by technical failures in rolling stock should be ruled out as far as possible. A question does arise; however, as to how much technical, organisational and financial effort can and should be invested in further improving the already very high level of safety. The higher the cost of additional measures to enhance safety, the more pressing it becomes to answer this question.


Joint Implementation guide for Keepers-ECM declaration

Guidelines for the Keeper's "ECM Declaration" - Implementation Guide written by UIC, ERFA and UIP


The purpose of this document is to promote Keeper’s ECM Declaration Guidelines.

It should be understood as a joint recommendation from the publishing Associations to their mem-bers and all other parties involved enabling them to follow the outlined provisions.

This document however, does not bear any legal responsibility and it does not replace the relevant information from the original sources, namely the respective national and international legal provi-sions in force.

This document is addressed to all

  • Freight Wagon Keepers domiciled in the European Union or OTIF States for wagons belonging to them and operated in or through EU Member States and/or OTIF States;
  • Railway Undertakings operating freight trains in or through EU Member States or OTIF States;
  • Entities in Charge of Maintenance of freight wagons

It must be clearly stated that all provisions made in this document shall be intermediate only. Accessible, operational and properly updated NVRs in all EU Member States and COTIF States are the target system (see for example Directive 2008/57/EC Article 33).