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Railway StandaRdiSation
StRategy EuropE
Railway StandaRdiSation StRategy EuropE
ConTEnTS
Foreword ............................................................................................ 4
executive Summary ..........................................................................5
deFinitionS ............................................................................................6
1. railway StandardiSation today .......................................9
1.1 “System rail” .............................................................................................9
1.2 types of standards in use in the railway sector,
their relationship with the legislative framework ..........................10
1.3 organisations related with standardisation and tSis .................... 12
1.3.1 European union Agency for railways (ErA – the “Agency”) ......12
1.3.2 The European Standardisation organisations (ESo) ......................12
3
1.3.3 uIC .......................................................................................................................13
1.3.4 others ..................................................................................................................13
1.4 weaknesses of the current standardisation system
and processes ......................................................................................... 13
2. moving Forward – what iS needed ................................16
2.1 identifying the business needs ............................................................ 16
2.2 redesigning the standardisation framework –
delivering the opportunity ................................................................... 17
3. Planning to deliver ...............................................................18
3.1 the challenge .......................................................................................... 18
This railway Standardisation Strategy Europe has been developed and published
by the uIC on behalf of stakeholders that are constituents of the railway operating
Community (roC) in Europe, and also represented in uIC European regional
Assembly.
Copies may be freely downloaded from the uIC website www.uic.org and click on
the link on the homepage.
978-2-7461-2519-3
paris, 2016
Railway StandaRdiSation StRategy EuropE
ForEword ExECuTIvE SuMMAry
rail is a vital service to European society and The general benefits of standardisation are This can only be delivered by strict, formal
the transport backbone of a strong econo- well known. Business-led standards provide and comprehensive description of the key
my. It has an unprecedented opportunity to a real potential for cost reductions, the crea- interfaces. For this the railway sector needs
achieve the sustainability required to be a tion of new business models or an increase a highly effective standardisation framework
very powerful contributor to European suc- TECHNICAL POLICY in competition and greater opportunity for driven by business needs and comprising a
cess in the twenty first century. By doing so, system effectiveness and efficiency. suite of attractive and competitive stand-
it will be able to respond to customer expec- ards. In order not to re-invent the wheel, it
tations as the anticipated growth in trans- CHALLENGE For the shared network, where various oper- may even be reasonable to think out of the
port demand, both passenger and freight, 2050 ators use the same infrastructure, standards box and consider standards already effec-
emerges. are in addition a key prerequisite for a safe tively applied in other industries/sectors as
and reliable operation, not only within but being suitable for the railway sector.
In order to describe the associated chal- also beyond Europe. Furthermore, standards
lenges, in 2013 the entire railway sector de- can incentivise the design of components the railway sector needs to be prepared
veloped the business-led vision “ SERVICES improving maintenance logistics, enabling
Challenge to adopt and adapt solutions and innova-
2050”, highlighting what Europe’s interoper- scale-effects and so on. tive approaches from other sectors.
able railway should look like in 2050. As a
development of that and focussing on devel- Since rail is first and foremost a system, any This can however only be effectively achieved
oping the technical pillar, the railway oper- part of it must be developed with due con- when the roC is choosing, adapting and/or
1 Fig. 1: Challenge 2050 – the three pillars sideration given to the safety and cost im-
ating Community (roC) published the rail Challenge 2050 - The three pillars elaborating the standards in the core of their
4 Technical Strategy Europe (rTSE)2 in 2014 pact on other parts of the system of the top- business and selecting the organisations of 5
(See Fig. 1) ic to be standardised. It is this simple system their choice to manage those standards.
purview that will ensure that the integrity of
despite being closely related to technology À the role of standardisation in the railway the system is considered. a key element is the strict focus on the
and innovation, both of these publications domain has changed as a consequence of need of the users (“standards by the sec-
only deal with the issue of standardisation liberalisation and the on-going creation of new standards, for example resulting from tor for the sector”) and the need for sys-
in a general manner. A separate document a Single European railway Area (SErA). Shift2rail, must commit to this systemic tem integrity constituted by the manage-
specifically focussing on standardisation In parallel, it has also changed from an approach. ment of system interfaces.
was deemed reasonable. This is because the operator-driven approach to a kind of Standards users groups that work in the A successful future European railway system
environment of railway standardisation is “shared responsibility” with the supply railway domain usually respect this holistic needs its assets to be of high quality and
constantly evolving: industry, point of view when adapting their standards meet the criteria of reliability, availability,
À innovation increasingly feeds the evolu- À as product markets become more global, to the latest state of technology, operational maintainability and safety (rAMS). The ser-
tion of standards and standards in turn there is a real opportunity for rail in Eu- experience or legal demands. This approach vice that will attract and retain the customer
foster the implementation of innovation rope to be opened up to and be a refer- ensures that system safety, integrity and in- has to be adapted to contemporary perfor-
in the railway system, for example the ence for other global regions, teroperability are maintained. However there mance and quality expectations.
mega-trends of digitalisation or e-mo- À the roC is ultimately committed to and are players that follow a different set of
bility. This is especially relevant as more principles. This will be assured through a process rede-
the upholder of the integrity of the rail- sign of railway standardisation and the de-
and more technology becomes common way System as Europe’s safest, most en- as a short-term action, any lack of co- velopment, publishing and implementation
and is shared between different modes vironmentally sustainable shared infra- herence urgently needs to be minimised. of excellent technical solutions elaborated
of transport and so the need for specific structure for mobility and as a healthy, The overall efficiency of the railway-re- by the sector for the sector. Maintaining and
standards for rail application has to be self-sustained business environment that lated standardisation processes needs improving these solutions in accordance
challenged, generates added-value to society. In sup- improvement with business needs, customer expectations
port of developing the vision, in 2017, the and the provision of a positive travel expe-
ROC prepared “Boosting Railways for the rience, will demonstrate the competence of
21st century”, an ambitious programme to the roC in collaboratively developing and
drive the agenda for tomorrow’s railway. continuously improving the rail system, so
1. See definitions section as to allow it to meet the challenges of the
2. http://europe.uic.org/IMG/pdf/rail_technical_ future.
strategy_europe.pdf
Railway StandaRdiSation StRategy EuropE
Standardisation Principles
dEFInITIonS Requirements and Governance
(The following definitions are provided operating principles: within the railway con-
as being applicable to the content of this text, operating principles are the conceptual
document.) processes that enable trains to move safely selected
and efficiently. The main area to which oper- product + process
constraint: an external requirement that Innovation UIC + specifications Standardisation
ating principles apply is to the control, com-
shall be met by a specification. mand and communications sub-systems and Industry Body
the interfaces thereto, rolling stock, infra- («Leaflets»)
eu-regulation: a legal specification and structure and energy. operational principles
therefore a constraint (e. g. TSI). themselves lead to the development of the
european Standard: a standard adopted by operational rules to guide the safe operation Constraints Standards
a European Standardisation Body and made of the interfacing sub-systems as well as key («norms»)
available to the public. services like telematics and maintenance.
EU-Regulation (TSI) Regulator Directives
european Standardisation organisation: railway operating community (roc): Agency
Incumbent organisation holding the monop- a generic term used to describe those Euro- (ERA)
oly to publish relevant standards based on pean rus and IMs that are members of the Fig. 2: the requirement process
intergovernmental agreements. uIC, CEr or EIM.
requirement: a single documented
international railway Solutions (irS) ©: physical
6 a structured framework of documents pre- and/ or functional business need that a par- 7
pared and published by the uIC for use with- ticular design of a product or process shall Shared network: interoperable infrastruc- System rail: when speaking about “the rail-
in the railway sector. They blend together a be able to perform. ture where there is a mix of various train and way business”, there are two distinct high
range of voluntary solutions to support the It applies within defined scope and con- traffic types operating together. The shared level components that can be identified.
design, construction, operation and mainte- straints. In short: “what you want” network manages to integrate this variety of “System rail” is that part that is spread over
nance of the railway system and the services requirements: traffic in terms of technology in operation to the entire European continent and beyond
that the sector provides. the optimum levels of safety and efficiency. and has been connecting national railway
À have an owner, systems together for in excess of 100 years.
À have to be managed (by the owner), noTE: as an example of good practice of System rail provides the “operational foun-
standardising within the shared network, the dation” that is the basis for the individual
À document a need (independent of the Railway Group Standards published by RSSB business activities of IMs and rus - includ-
IEC/ ISO/ owner), in the uK is a very good one. ing issues such as access for trains to the rail
ETSI CENELEC CEN infrastructure.
À request a solution. Standard: a
specification that is formal-
(See Fig.2 opposite.) ised and agreed by a wider community of
stakeholders according to a governance
process that applies the standardisation
International Railway Solutions principles.
Standardisation principles: transparency,
openness, impartiality, consensus, mainte-
nance, availability, quality, stability, effective-
ness, independence from particular interests,
market relevance, coherence.
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