The MERLIN team invites you to register for the project’s Final Conference: Smart Energy for Smarter Railways

Madrid, 10 December 2015 – FFE Headquarters Calle de Santa Isabel, 44 28012 Madrid, Spain

Energy management is a key issue for railway systems and it will remain a top priority in the European transport agenda in the foreseeable future. The variety of operational scenarios within the system adds complexity to the development of solutions suitable for all users, i.e. operators and infrastructure managers alike.

Given that the railway system is a complex and interconnected system, a single entity such as a Railway Operator, a Rail Manufacturer or an Infrastructure Manager cannot tackle the energy management issue alone on behalf of the entire network.

Therefore to address this crucial issue, MERLIN partners have worked for three years to investigate and demonstrate the viability of an integrated management system in order to achieve a more sustainable and optimised energy usage in European electric mainline railway systems.

The MERLIN Final Conference will be the occasion to find out about the results of MERLIN and an opportunity to network with stakeholders from the whole European railway community.

Click here to download the full agenda and the logistics information on how to reach the venue!

Participation is free of charge and participants are requested to register here by 30 November 2015.

Highlights of the event:

  • The Strategic MERLIN methodology and process – Strategic Decision Making Tool
  • The Operational MERLIN methodology and process – Railway Energy Management System
  • Five Case Scenarios as example of MERLIN benefits
  • Energy Interactive session with involvement of participants
  • Technical visit to the ADIF Energy Control Centre at Atocha station where the control of the electrical system of a high speed railway line is centralised
  • Technical visit to the ADIF Traffic Control Centre at Atocha station where the management of the circulation of a high speed line is located

We are looking forward to meeting you all in Madrid!

Best regards,


For any further information please visit

Or send an email to the MERLIN Coordinator at or to the MERLIN Dissemination Work Package Leader at

5 Votes

Average rating: 4.6 / 5


Conference on Incident Reporting in Land Transport Security at the EU level

From 6 – 7 October, the European Commission’s Directorate-General for Mobility and Transport (DG MOVE) organised a conference on incident reporting in land transport.
The conference, which took place in Brussels, was designed to report on the results of four studies which were carried out in the first half of 2015. These studies focused respectively on road and rail cargo theft, metal theft and international graffiti.

UIC was represented by Jacques Colliard, Marie Hélène Bonneau, Sandra Gehenot and José Pires.
Sandra Géhénot, in her capacity as Project Manager for the Rail Cargo Theft topic, was the rapporteur for that study.

Ms Susanne Kufeld, Deutsche Bahn, Head of DB Situation Centre and Global Crisis Management Corporate Security – Chair of the UIC Metal Theft Working Group.
Rail Cargo Theft: assumptions – findings – recommendations
Under the principle of free circulation of people and goods, maintaining levels of security is a constant and complex activity on European territory. Although cargo theft appears to be primarily a major problem in the road transport domain, its impact and scope in rail freight operation had to be reviewed.

With the targets set by the Commission in the last White Paper (i.e. 30% of the road traffic over 300 km to be shifted to more sustainable transport modes by 2030 and up to 50% by 2050), the question was raised whether a shift of criminality towards rail could be expected. This is the reason why the Commission wished to gather intelligence in order to have a more informed view of the extent of this phenomenon across all market segments of rail freight in order to address it adequately.

The UIC Freight and Security Departments were therefore mandated to run three stakeholder workshops between January and June 2015 to provide DG Move with valuable first-hand experience and feedback on the current market situation. The remit was to:

-  Develop a common understanding of rail cargo theft and vandalism
-  Propose a segmentation of the various incidents
-  Propose an inventory of available data and carry out a gap analysis (what data is available/what is missing)
-  Report on the geographical coverage of the various occurrences
-  Assess the cost impact of rail cargo theft including operational costs
-  Propose recommendations in line with stakeholders’ needs.

The work accomplished was the fruit of a close collaboration of all actors of the rail transport chain and included experts from the forwarding industry (Clecat), intermodal operators (UIRR, CFLMM, RCA), railways (DB, RCA, SNCF, SBB, CFL, UIC Freight Department), rail security representative from railways (UIC Security Division, COLPOFER, CER), Rail legal representatives (CIT) and combined transport terminals (AGORA, CFL, Combinant).

From the beginning of the discussions, participants expressed the need for the concept of “tampering” to be included in the debate and therefore wanted to rename the issue “rail cargo crime”. The argument was to say that, from a customer’s viewpoint, the consequences of tampering with goods are similar to a theft insofar as the goods are to be written off as they can no longer be used. In addition, tampering may also mean delays to rail transport. These delays may also have serious consequences on the goods in the event of perishables such as foodstuffs for instance. The definition was therefore developed to reflect all aspects specific to rail transport operation.
Throughout the workshops, participants reiterated the low rate of occurrence of rail cargo crime. Discussions showed that data is available at company level albeit if not recorded in exactly the same way by all companies. However, in view of the numerous corrective measures implemented (be they infrastructure investments in surveillance material, operational changes, implementation of quality processes etc.) the frequency and cost implications of the current cargo crime represent a very low percentage of the overall volume of goods transported.

Lively discussions took place when sharing information between public sector and private sector was evoked and when the possibility of setting up a common incident data base at EU level was raised.

It was acknowledged that such a database could provide statistics to support policy makers, to provide a benchmark and to help conduct risk assessments, which could provide the railway sector with information on where to implement corrective security measures. However, a series of open questions was raised, which could put obstacles in the way of developing an EU-wide database ranging from legal aspects to organisational ones.
The question of cost was also raised. The point was made that in a context where the rail freight industry has to face many costly challenges (ERTMS implementation, retrofitting of wagons, implementation of rail freight corridors etc.), investments to feed an EU database were not a priority especially as occurrences of rail cargo crime are low in proportion to the overall volume of goods transported.
The sector on the other hand stressed the need for support to further explore new technologies in the context of security prevention: intelligent equipment like smart seals…, design of new wagon/container with integrated security, apps for the reporting.

Metal Theft

Within this scope it is agreed that Metal Theft it is a multi-sector and a global problem being a major problem in the transportation domain, in particular for the rail sector.

There are currently for the rail sector no “reliable statistics”, as there isn’t a common way of recording incidents throughout the EU, neither measuring the economic impact (value of theft; cost of disrupting infrastructure, cost of police and enforcement intervention) nor the financial, or even the reputation cost for the European Railway Network. Thus having a “picture” of the problem became essential in order to form a perception of the scale of the problem, and act accordingly. The workshops focused on:

  • Defining what (a) metal theft incident(s) is/are, if there is a need to categorise the different incidents and along which criteria
  • Describing the different sorts of existing incidents ( along which criteria; such as modus operandi, location, length of cable, etc) initially on the basis of a basic topology of incidents but setting relevant criteria to allow the development if a more comprehensive form of typology
  • Indicating what information should be collected for each type of incident
  • Developing the basic criteria for recording incidents

Within the running of the workshops together with many experts from other rail sector organisations (EIM, CER, COLPOFER), rail infrastructure managers, rail operators, law enforcement authorities, metal scrap and recycling sector organisations and taking all the previous discussions on the LANDSEC meetings as well the work done at Pol-Primett and UIC Metal Theft WG, it became clear that a single method of recording incidents would not be enough to give a correct picture of what metal theft means to EU railways. A comprehensive approach needs to be developed, taking in to account the preventive and corrective current and near future actions taken by the rail sector to mitigate the impacts of metal theft. These will also among other initiatives develop specific research activities (current and future research projects), towards supporting innovative solutions to tackle metal theft.

It was also important to comprehend the current different methodologies used by the rail operating community. This provided a clear view of the use of different approaches, tools and even purposes. Again, as in many other cases, but also here, one size does not fit all. Nevertheless, there are common points of interest that can provide a “basic focus points” for recording metal theft incidents across the rail sector without having to “change” the current modus operandi:

  • Focus on operational aspects rather than investigations and crimes
  • Exclusion of personal information
  • Information on geo-localisation needed to further analyse and understand the threat with mapping software
  • Additional descriptions such as pictures and documents can be included in the event

The use of such an approach, together with studying, analysing and understanding the current state-of-the-art in relation to existing ways of collecting, recording and managing metal theft incidents by developing a common metal theft definition within the railway framework, setting the basis for a metal theft incidents collection basic criterion; will provide the basis and means to build grounds to the next steps towards a wider and relevant EU incidents reporting system.

Still, the main concerns of the railway operating community are to avoid duplicating work and having to report on an incident several times for different databases. Moreover in the case of a European database, the framework for collecting and disseminating the content of the database would need to be clearly defined.

Finally, the results of the metal theft workshops delivered a common “metal theft definition” within the railway framework, as well as a “Metal Theft incidents collection basic criterion”. Nevertheless with regard to the data collection, rules, procedures and processes there is still the need for further discussion.

This requires an in-depth analyse performed by a coordinated action between all the actors in defining what type of database (proactive or reactive), indicators, trends, data policy and degree of information would be advisable to be recorded in the interest of the EU members.

Closing the conference Mr Robert Missen, Head of Unit for Land and Maritime Security, DG Mobility and Transport, addressed the audience reflecting on the fact that the reason that these conferences are still happening is due to the fact that, in an ideal world we would have to meet in this way to discuss crime; criminality will always exist; in an ideal world the scale of such problems wouldn’t be so much that we would all have to come to Brussels to discuss them; but there we are. Either because 200€ of cooper or 2M€ in pharmaceuticals have been stolen, the fact is we have problems!

Cargo theft, Graffiti and metal theft look like unrelated topics but in the course of the conference there seems to be many common themes. The theft of products cannot be seen as only a problem of its costs but also a reputation problem. The truth is that there is no reliable scale of the problem.

It is clear that what’s needed to gain that awareness is a form of a database, as it was demonstrated here by some operators that by using the findings of their databases, could “explain” the problems to the police so that they could act in accordance with the problem. The EU policy makers’ need the same approach if from them is expected some form EU policy solutions.

We do nevertheless reflect on topics that need to be avoided when developing such processes; data protection, ethics, rules and procedures, training of staff on reporting methods, data validation to ensure quality, monitoring and evaluation, usability, etc.

DG MOVE will have to build on all the knowledge from the two days of the conference together with the results of the workshops, continuing to listen to the transport sector, and to digest all the results, reporting to the LANDSEC meeting of 4 November 2015, maybe proposing to run some pilot project and additional support studies (e.g. legal frame works, direct-indirect cost analytics). DG MOVE will continue to maintain dialogue with the sector to better understand and use the existing data available, definably avoiding having duplication of work.

The meeting concluded by thanking all those who had contributed to the discussions, and saying that DG MOVE would soon report back with some proposals to go further in such important work.

For further information please contact José Pires:

Or Sandra Géhénot:

5 Votes

Average rating: 4.6 / 5

News from UIC members

United States: California High-Speed Rail Authority (CHSRA) appoints Chief of Communications

On 12 October 2015 the California High-Speed Rail Authority (Authority) announced the appointment of Lisa Marie Alley as its new Chief of Communications.
“No infrastructure program of this size and importance can be successfully implemented without effectively communicating its purpose, progress, and benefits to the public and stakeholders,” said Authority CEO Jeff Morales. “Lisa Marie has been an integral part of this effort for the last three years, building strong relationships with the media, our partners throughout the state, and the public. I’m very excited to have her continue with us in this new role.”

As Chief of Communications, Alley will be responsible for the development and implementation of all internal and external communications activities, including media relations. In addition to her communications role, she will oversee a comprehensive stakeholder outreach campaign to build broad support for the high-speed rail program, and will be responsible for the Authority’s small business outreach strategy. The compensation is $111,636.

Alley was first appointed to the Authority as Assistant Deputy Director of Communications in 2012 and subsequently was named Deputy Director of Public Affairs in 2013. Alley has more than 15 years of experience in the field of public affairs and media relations. Before joining the Authority, Alley worked as a communications consultant, and was previously a television journalist in Sacramento and Seattle.

(Source: CHSRA)

1 vote

Average rating: 4 / 5

News from UIC members

Australia: Minismising the risk of a SPAD (Signal Passed At Danger)

’Minimising the risk of a SPAD’, originally published in Track & Signal October-December 2015. Written by Anjum Naweed, Principal Research Fellow at the Australasian Centre for Rail Innovation (ACRI).

For all the technical complexity underpinning them, railway tracks possess a rather simple and elegant truth: rolling stock can move only in the direction they provide. And so it is that signals have come to adorn the trackside of conventional rail networks, showing the driver where they rare authorised to go (and in some cases, how fast), creating a unique multi-aspect dynamic that few collision avoidance domains can boast. The dark side of the equation of course is the SPAD (Signal Passed At Danger).

To the general public, a SPAD is a newspaper headline that strikes terror in the imagination and, for some, conjures concerns for railway safety. To the knowing passenger, a SPAD is an unlikely statistic that surely won’t happen to them on their commute; to the general operations manager, a SPAD is long hours spent deliberating over the rail network, entertaining hope but bracing for inevitability; and to the train driver, a SPAD is an emotional response beyond words. All this in a four-letter acronym that means “a signal has been passed at danger”.

A SPAD is the single biggest failure mode possible in the railway and straddles the fine line between accident and disaster. The rail industry is emblazoned with it, across the driver-cab dashboard or on the notice board in the drivers’ mess hall, such that it seems to have taken a life of its own. Technically, SPAD describes the event of a train or locomotive encroaching into a section of unauthorised track. In practice, this can be with or without the driver’s knowledge and through an error of omission or commission, giving rise to a plethora of human factors issues.

Say that a train driver is distracted by a pedestrian at a crossing, delays braking and has a SPAD; in this example, they apply the brake later than intended and in doing so perform an error of omission. On the other hand, say a loco driver goes unwittingly through a red signal when departing a yard; that would be an error of commission. Some SPADs are more ambiguous: say, a driver is approaching a stop signal, brakes by the book but then suddenly encounters a ’plague’ of fearless millipedes swarming over the railhead. The driver applies the brake as best they can but ultimately doesn’t regain control and slides straight past the stop signal. What kind of error is that? Technical perhaps? Tricky one. Of course, the most serious kinds are those in which the train sails past a signal and the driver remains none the wiser that they just went through was a stop aspect. This is a simplistic way of looking at what is quite a complex failure mode, but what is important is realising that for one reason or another the signal and the driver have become disconnected.

Nowadays, safety technology has been woven into the fabric of the railway to help mitigate SPAD-risk. Most advanced conventional rail networks use ATP- or TPSW-type systems which work to stop a train if it passes a danger signal, but by and large these methods serve only to dampen the effects of a SPAD; they arrest speed once the SPAD is performed so do not address the cause itself. For this reason rail networks also use systems to mitigate risk at the driver-processing level. Some of these are set/reset devices like the old Automatic Warning System that forces the driver to acknowledge cautionary zones while others supervise train movement and prompt remedial braking for excessive speeds (for example, ERTMS Level 1).

All of these countermeasures attempt to address the latent human factors issues born from operation in a heightened and sustained state of attention for so long. But what the industry must understand is that to the train driver, the railway is a little bit “Jekyll and Hyde”: it can manifest in the form of an ostensibly harmless and monotonous landscape with few signals and little change in information or, conversely, as a dynamic world with many events and monstrous infrastructure densities. Driving in both of these states poses challenges for driver situation awareness, distraction and mental fatigue, and the problem is that while forces-response-type countermeasures may work to mitigate an element of risk, they can also exploit other human factors issues, such as automaticity and habituation.

The topic of SPADs has been the subject of much research (and contention) but findings have always reached an impasse. We know to a certain extent that any disconnect between the driver and the signal may arise from signal sighting issues, poor driving conditions and inattention, but less clear are the SPADs that result from signals being misread or misjudged and from the driver getting distracted in their own ’head-space’. We know that a whole host of human factors behavioural issues play a part but what we don’t know much about is how drivers cope and condition themselves to mitigate the problem at an individual level.

Last year I completed a project funded by the Australian Cooperative Research Centre (CRC) for Rail Innovation that looked beyond the confines of technology to the strategies that drivers adopt to manage SPADs. The project is now in various stages of uptake but it is a good time to share with the larger rail community some of the insights we have gained. Most train operators (passenger, freight and heavy-haul) in Australia and New Zealand were involved in some capacity. The aim of research was to determine the underlying behaviour-shaping factors that affect SPAD-risk by examining how train drivers engaged with risk under different conditions. A mixed-methods research design was used to examine difference SPAD-scenarios, and a comprehensive analysis of these scenarios has been used to develop a model of risk for subsequent quantification of error-producing conditions. I will come back to the model in the next issue of Track & Signal, but here I will touch on some qualitative data that readers may find interesting.

When collecting data, this study asked drivers to “describe their relationship with the stop signal” - that is, articulate how they saw the signal. This may seem an odd question to ask, particularly from the perspective of the hardened rail manager, but put yourself in the train driver seat for a moment. You’re driving over the railway, day in and day out, on your own for the most part, watching it snake endlessly before you and vanish on the horizon line. The sleepers blur into one another, though you can count each one if you drive slowly enough. The one thing you engage with all day every day in its droves - hundreds if not thousands - is signals. Each signal has an aspect telling you if it is safe to move, and each signal is used to inform an ever-evolving awareness of the world, whether to sustain your knowledge of the route or inform throttle and braking actions, or both. Signals have an important part to play in your life so it stands to reason that you will also have a unique relationship with them. When it comes to learning about SPADs, what can your relationship with signals tell us about the way you view risk?

The question that sought to ask train drivers about their relationship with the signals was completely no-holds-barred so drivers answered it as they saw fit. One group of answers were what you would expect - testimony that signals were, and are, the “top priority” for driving and represent that “ultimate collision avoidance system”. But drivers also described signals with different levels of personal intimacy. For instance, one kind of relationship was all about a sense of regard and high-esteem that drivers had for signals, with choice words like “respect” and statements like “it’s the most respected thing out there”.

Another kind of relationship projected the effect of adhering to signals on the driver, or on their passengers, or on the rail network as a whole: “my life-line”, they said, or “my passenger’s safety” in recognition of the role that obeying the signal played in the grand scheme of things. Some drivers described the impact of their relationship with the signal in the broader context of their lives, and “my livelihood” and “my bread n’ butter” were often repeated.

Interestingly signals were also personified. This is not altogether surprising, given how isolating driving trains can be (in spite of many bodies walking into and out of carriages all day). This personification occurred in the form of a direct driver-signal dynamic where the signal was described as “my colleague” and “my best friend”.

Another type of relationship extended the reach of the signal to that of a frontier and “a boundary” or “a brick wall”. Lastly, the relationship went beyond personification into a space altogether more divine and the signal was described as “my religion” and “God”.

Myriad answers all reflected a unique property of the signal in the architecture of the railway: that beyond the lights, LEDs and colour, the signal is associated with many psychological constructs. On this level, the answers revealed that signals were something to be relied on, befriended, respected, trusted, feared and obeyed. The signal was all of these, but behind it all lurked the SPAD and the notion that one day a driver may accidentally make the wrong prediction or, somehow, violate the tenets of their relationship.

The intensity of the driver-signal relationship is such that violating its terms and having a SPAD created symptoms on an acute stress reaction (release of noradrenaline, increased hart rate, constricted blood vessels, change in blood pressure).

This was accompanied by extreme emotional irregularity (disbelief, fear, panic anxiety).

Given this, what would it mean for those who describe a signal as “my religion”? Does it amount to a sin? What happens after a SPAD? Does their relationship with a signal change from it being a friend to a brick wall? For their top priority to their livelihood? These are all important questions from a phenomenological standpoint.

So you see, it is actually quite important from a human behaviour perspective to seek data for these sorts of issues before it is possible to understand underlying causation, risk engagement and the nature of SPAD-mitigation. The scenarios produced by the drivers were used to identify the key contribution risk factors that were considered to significantly increase SPAD-likelihood.

(Source: Australasian Centre for Rail Innovation - ACRI)

1 vote

Average rating: 5 / 5

News from UIC members

Germany: Jürgen Wilder to take over as the new head of DB Schenker Rail

The Siemens rail expert will head up the European freight operator starting in December 2015

Dr Jürgen Wilder will take over as the new CEO of European freight operator DB Schenker Rail AG starting on 1 December 2015. The DB Schenker Rail AG Supervisory Board approved the appointment in its meeting yesterday.

“Jürgen Wilder is an internationally recognised rail expert and we are pleased that he will bring DB Schenker Rail and its European network back on track to success over the next few years,” said Berthold Huber, Member of the Management Board for Traffic and Transport.

Dr Wilder was formerly at Siemens, where he last served as the CEO of the globally active unit for high-speed, intercity and regional trains as well as locomotives. In this role, Wilder was also responsible for construction of the new ICx, which is scheduled to begin operation in Germany starting in late 2017. Prior to this, he held various positions within the Siemens Group in Germany and abroad, including in Sacramento (USA), where he successfully launched the entry of Siemens into the North American locomotive market.

Jürgen Wilder is originally from Münster, Germany. After studying Physics in Göttingen, he received a doctorate from the Max Planck Institute in Mainz and then worked at Harvard University in Cambridge, Massachusetts.

In his new position at DB Schenker Rail, Wilder will manage 31,000 employees in 15 European countries. He will replace Dr Alexander Hedderich, who left Deutsche Bahn at the end of August 2015 after 16 years at the company, six of which he spent as head of DB Schenker Rail.

(Source: DB Schenker Rail)

4 Votes

Average rating: 3.5 / 5

News from UIC members

Sweden: Swedish Transport Administration stopped for safety

On 5 October, a ’stand-down’ was implemented at over 60 workplaces across Sweden in a demonstration for safety and working environment. Well over 3000 people gathered at construction sites and offices to draw attention to safety."

"Everyone should come home from a day at work at our workplaces”, said Lena Erixon, Director General of the Swedish Transport Administration, at the Mälarbanan stand-down in Kallhäll.

There were strong feelings when all work stopped at precisely 13:00 at over 60 of the Administration’s workplaces across Sweden. Construction vehicles went quiet, tools were put aside and computers put into standby mode. The assembly was opened with a story about an accident. In many locations, the participants heard about Magnus, who caught sight of a 100-ton locomotive rushing towards him as he was clearing snow from the tracks at a station in central Sweden in February. At several places, stories were told that were linked to people’s own workplaces.

"The stories were told to get everyone to stop in their daily lives, sharpen their senses, and think carefully. ’What risks are there in my work, and how can I influence safety for myself and my colleagues?’”, asked Karin Palmblad, head of safety at Major Projects and project manager for the stand-down.

The stand-down then continued with topical information on the working environment, and a minute of silence in which participants honoured those who experienced accidents, or even lost their lives, at their workplace. Over the last few years, six people were killed in accidents in the construction industry in Sweden. Every week, approximately three serious accidents occur. The last half of the 15-minute assembly was then used by many workplaces for discussion and dialogue concerning measures for improved working environments.

Towards zero accidents

For the third year in a row, the stand-down was organised by the Swedish Transport Administration. The event has grown every year, and has been carried out since 2014 as one of 16 activities in an industry-wide programme of action to reduce the number of accidents. “Tillsammans mot 0 olyckor i anläggningsbranschen” (Together towards zero accidents in the construction industry) is an arrangement the Administration has with the Swedish Construction Federation (with 3,100 member companies) and the Swedish Federation of Consulting Engineers and Architects (with 715 member companies). The heads of all three organisations took part in the Mälarbanan stand-down project.

But safety and the working environment are not just an issue for construction projects. The stand-down is a good way to stop and pay attention to safety and the working environment regardless of operation, and the event can be adapted to every workplace. New this year, for example, is that several traffic centres stopped work for a while for a stand-down.

(Source: Trafikverket)

2 Votes

Average rating: 5 / 5


Meeting of the Commuter and Regional Train Services Working Group

7 – 8 October 2015, Rome

On 7 and 8 October 2015, Trenitalia hosted a new meeting of the Commuter and Regional Trains Systems working group. The meeting took place at the Fondazione delle Ferrovie Italiane in Rome.

UIC was represented by the Director of the Passenger Department, Mr Ignacio Barrón, and Mr Luis Casado, Senior Advisor. The meeting was chaired by Bartlomiej Buczek (SKM- PKP), president of the group.

The agenda of the meeting addressed the various issues related to the activities of Commuter and Regional Train Services. In particular, this meeting focused on two main topics: safety and security (Ms Marie Helene Bonneau from the Security Division at UIC gave a presentation about comprehensive protection) and fraud, that was discussed by members following a presentation about the reasons, the prevention and reaction policies and a short benchmarking.

Another topic of discussion was the training on Commuter and Regional Systems the group is planning to hold next year. The target of the workshop and possible topics that may be of interest were discussed.

There were two visits during the meeting. The first day session finished with a visit to the Fondazione delle Ferrovie Italiane whereas on the second day there was a technical visit to Roma Termini Station, where attendants could see the new measures put into practice by Protezione Aziendale- Trenitalia in the fields of safety and security.

The next meeting of the group will be hosted by Euskotren in Bilbao, 26 and 27 January 2016.

For further information please contact Luis Casado:

2 Votes

Average rating: 3 / 5


CEO Task Force validates orientations for the 17 key projects impacting rail freight competitiveness

At the last High Level Freight Meeting on 22 May, the freight CEOS of BLS, DBSR, Hungrail, MRCE, RCA, SBB, SNCF, TIC, TX Logistics and VDV, with the support of UIC and CER grounded a task force dedicated to give high level support to issues of key importance to the competitiveness of rail freight. 17 issues were identified and broken down into projects (see opposite).

While some of these issues are already being addressed at expert level via dedicated UIC, CIT or CER initiatives, they need high level endorsement for adequate progress towards implementation.
In view of the amount of work that the above 17 issues represent, a high priority status was given to the following topics:

  • ETCS
  • Short distance cross border interoperability
  • Timetabling
  • PCS

Chaired by Mr Bamberger, Member of the Board of ÖBB RCG, the CEOs held their second web conference on 7 October during which they validated the orientations and proposed timescales for progressing all issues.
Whilst the technical work coordinated by UIC is well underway, the political and communication activities towards the EU Commission are being managed by CER. Key dates are already pencilled in: the RU Dialogue on 13 October, a possible CEO meeting with EU Transport Commissioner Violetta Bulc alongside COP21 or the Rail Freight Days on 4 December.

Before closing the web conference, Mr Bamberger thanked his peers for their involvement and congratulated all the experts for their dedication and the quality of the work carried out over a very short period of time. He reminded the meeting that the Task Force was organised in such a way as to capitalise on existing working structures (study groups, projects such as ECCO etc.) in order to avoid duplication.

For further information please contact Sandra Géhénot:

4 Votes

Average rating: 4 / 5


TAG, REG and TAP-MD working group meetings held in Paris

12 – 15 October 2015, Paris

From 12 – 15 October the meetings of TAG, REG and TAP-MD working groups – part of the Commercial and Distribution Forum Technical Group – were held in Paris, at UIC headquarters.

The meetings started with the Ticketing Action Group, chaired by David Sarfatti. They discussed the updating of Leaflet 918/2. ERA gave a presentation about their new technical documents and CIT delivered a presentation about their new manual. The URT opt-in projects were the subject of debate and explanation.

The new structure of the TAG was also explained. The work has been split into two sub-groups TSG (Ticketing Security Group), chaired by Mr Kurt de Vriendt and TLG (Ticketing Layout Group), chaired by David Sarfatti. It was agreed that both groups will meet between the sessions of the TAP groups to achieve new specifications: the new flexible barcode and a new ticket layout on screen.

Then it was time for the meeting of the Reservation Expert Group (REG), chaired by the president, Jan Klaumuenzner. There were several subjects of discussion such as the updates in the reservation systems, news from some of the companies (MAV- Start, ELIPSOS) and the new steps in the “Graphical booking” amongst others.

Finally, the TAP-MD meeting took place, chaired by Clemens Gantert. Also in this case there were many different topics on the agenda: presentation of the PRISM project by Chris Queree, discussion about the new plans for the ticket id at ÖBB and a presentation by Hitrail concerning the HEROS pricing model.

The dates for TAG, REG and TAP-MD meetings in 2016 were also decided: from 15 – 18 February, from 23 – 26 May and from 10 – 13 October. All the meetings will take place at UIC headquarters.

For further information please contact Luis Casado:

3 Votes

Average rating: 3.33 / 5

News from UIC members

Korea: Opening ceremony for the Tongil Platform or “Unification Platform” held at Dorasan Station on the Gyeongui Line on 14 October

Korail unveiled a space on the theme of the railroad, delivering Korean citizens’ messages of unification to all of humanity.

On 14 October 2015, Korail held the opening ceremony of the Unification Platform at Dorasan Station.

The opening ceremony was attended by 300 guests including German President Joachim Guack, Minister of Unification Hong Yong-pyo, Korail CEO Choi Yeon-hye, key guests from home and abroad, and residents of Paju city

In particular, approximately 60 government officials from Germany, including President Guack and Ambassador Rolf Mafael, attended the ceremony to celebrate and support Korea, sharing the pains of its division.

The Unification Platform, occupying a 240 square metre (2,597 square feet) area in the southern part of platform 1 (Dorasan station), features the Berlin Wall (1.2m in length and 3m in width), a symbol of German Unification, a U.S. military caboose operated in East and West Germany during the Cold War era, an Inter-Korean freight car which actually runs to the Kaesung industrial complex for a year from 2007, and other symbolic exhibits such as a map of Trans-Eurasian Railways, photographs, and Korean citizens’ messages of unification.
The Unification Gate engraved with peace and unification phrases in different languages and portrayed the Korean Demilitarised Zone (DMZ), the Unification Time Wall helping visitors compare German Unification Time to that of Korea as well as write down their messages of unification, and the Unification Exhibition Hall, featuring the Inter-Korean freight car and rail artefacts from Germany and Korea inside will be displayed in the venue.

The Inter-Korean freight car covered with images of the DMZ and the landscape of the North contained a barbed wire fence crossing Germany, East German Railroad Police’s uniforms, German customs inspection tools, 20 German rail artifacts, items of the restoration ceremony of the Gyeongui Line, and Inter-Korean Railway photographs.

In particular, the US military caboose which is only three remaining cars in the world, travelled all the way to Korea after the decision-making process of Helmstedt city council.

There were 60 messages of hope for unification and the names of participants engraved on marble, contested and chosen among North Korean defectors, separated families, Korean War Veterans, and Korean citizens, along with messages by President Park Geun-hye and German President Joachim Guack.

The Unification Platform was jointly initiated by Korail and Gyeonggi-do to share and deliver the messages of unification around the world in commemoration of the 70th anniversary of Korea’s liberation. The project was supported by many partners, including the Ministry of Unification, the Ministry of Land, Infrastructure and Transport, and Paju city.

Korail CEO Choi Yeon-hye said, “As much as Dorasan Station attracts more than 800,000 visitors each year, I hope the Unification Platform will become a symbolic landmark attraction in Korea." She added, “I also hope that railways such as the Inter-Korean Railway and Trans-continental Railway will act as a catalyst for unification.”

The Unification Platform can be easily enjoyed by DMZ-Train. The train operates between Seoul and Dorasan Station once a day during weekdays and twice a day during weekends.

(Source: Korail)


European Rail Freight Corridors, Regulation 913/2010

On 9 October, the spokespersons of the Rail Advisory Groups (RAGs) of the nine EU Rail Freight Corridors organised in the UIC ECCO project met for the third time all representatives of the Rail Freight Corridors’ Management Boards (RFCs).

These meetings, initiated by the UIC ECCO project ( a year ago, are designed to find a pragmatic way forward and agree on an efficient cooperation to progress key issues of harmonisation needed for the development of international rail freight.

On behalf of the Railway Undertakings (RUs), Mr Maieta, Trenitalia Cargo, submitted to the discussion a working document describing the RUs’ short term and medium term vision for the Corridor One Stop Shop (C-OSS) underlining the need for C-OSS to have harmonised processes and to propose the comparable services. RUs stressed the importance to have a single window for their commercial requests.

Mr Hartkopf (DBSR) then explained the RUs’ view point on the international path concept.

The animated but fruitful exchange led to the RFCs’ proposal to involve RUs in their next expert group on C-OSS to investigate in greater detail the requests and constraints of both parties.

RNE, also involved in this meeting, presented the migration plan for their international path booking tool called PCS and informed the meeting about the customer satisfaction survey they run on behalf of the RFCs. The results of the satisfaction survey will be presented in each RAG.

The next meeting of the ECCO-RFC group will take place on 2 and 3 December in Vienna.

For further information please contact Sandra Géhénot:

5 Votes

Average rating: 4.2 / 5


25th International Railway Safety Council (IRSC) held from 4 – 9 October 2015 in Johannesburg, South Africa

The International Railway Safety Council (IRSC) provides a platform for rail safety professionals to come together to share their knowledge and experiences in a global forum. In 2015 this conference was proudly hosted by Nkululeko Poya, CEO of the South African Railway Safety Regulator (RSR).

The key note speaker in the opening ceremony was the Honourable Ms Dipuo Peters, Minister of Transport, South Africa.

Around 150 participants from 23 countries took part in this worldwide railway safety event. They were representatives from rail undertakings, infrastructure managers, safety regulators, railway accident investigation agencies, rail unions, and equipment manufacturers. Peter Gerhardt, Manager of Safety Unit, represented UIC and reported on safety activities at UIC.

The banner theme for the IRSC 2015 was “Rail Safety standards, processes and systems where old and new operations co-exist”.
Presentations and discussion were submitted to the following core themes:

  • Managing the safety risks within an increasingly complex environment
  • Creating proactive Human Factor Responses
  • The need to develop regulations and standards that meet the challenge of technological change
  • Safe integration of technologically advanced systems into legacy railways

For further information you can consult:

Florence Rousse, General Director of the French National Safety Authority (EPSF) and Christian Neveu, Manager of the Human and Organisations Unit of the SNCF System Safety Department announced the 26th IRSC to take place on the 2 – 9 October 2016 in Paris and jointly hosted by SNCF and EPSF, supported by UIC. The main topic will be “Railway safety facing the issues of tomorrow’s society”.

For further information please contact Peter Gerhardt:

3 Votes

Average rating: 4 / 5

News from UIC members

A new station for Nantes in 2019

On Wednesday 7 October a press conference was held to present the planned new look for Nantes Station. Alongside representatives of the State, the Pays-de-la-Loire region and the city of Nantes, Patrick Ropert, Managing Director of SNCF Gares & Connexions, the stations division of French railways, gave details of this major architectural project, the work notably of the architect Rudy Ricciotti, designer of the Museum of European and Mediterranean Civilizations in Marseille, and the firm Demathieu & Bard.

More space for more services

With the number of people using the station expected to double by 2030, the Nantes transformation project is intended above all to increase station capacity. To maximise the space available, a new station on a mezzanine floor over the tracks will be constructed to link the two passenger buildings. This new station will provide services and shopping facilities for visitors, including reception and information services, a waiting room, and also newsagents, take-away outlets, restaurants. Accessibility will be optimised, with escalators, stairs and lifts, providing easy disabled access.

“Our plan for Nantes Station is to provide new reception and service areas for visitors while also connecting the station to the city. Tomorrow’s station must be free-flowing, attuned to the neighbourhood around it, like an urban village.” Patrick Ropert, Managing Director SNCF Gares & Connexions

Reintegrating the station in the city

Because a station is a key component of any land use plan, optimising its use allows it to open up to the city and draw added value from the additional services it offers. That is why this redevelopment project involves not just the station buildings but also the surrounding area. Three partnership projects have been launched to upgrade Nantes Station and the public areas to the north and south, so that everyone has easy access to the station, whatever type of transport they use:

  • Redevelopment of public areas and renovation of the tram track on the Gare Nord/Duchesse-Anne section;
  • Relocation of SNCF technical premises (Traction Unit Repair Centre – CREM);
  • Construction of a 500-space public car park south of the station (Gare Sud), in the “Euronantes” business district in the Pré-Gauchet priority development area.

This ambitious plan has been conceived to involve a minimum of disruption for users, with work staggered to enable services to be maintained. Trains will continue to run and passenger services will be provided, with ticket office opening hours unchanged. To the north, a forecourt dedicated to environmentally-friendly modes and public transport will be created between the station and the Jardin des Plantes (Botanic Garden). It will extend along Allée du Commandant Charcot as far as the Duchesse Anne – Château busway stop, thus linking up with the existing Nantes walkway. This new pedestrian zone will provide users of “green” modes of transport with a perfectly safe route from the station to the city centre, the Loire and Chantenay.

The Project

Estimated total cost: €58.9 million.
Dimensions: 160 metres long, 25 metres wide, with a 10-metre-high mezzanine floor
Main components: a glass and concrete structure resting on plant-shaped columns under an openwork roof.
Partners: European Regional Development Fund, the State, the Pays de la Loire Region, Nantes City, SNCF Gares & Connexions.
Consortium: the architect Rudy Ricciotti, specialists in civil engineering and building construction Demathieu & Bard, the Nantes firm Forma6.
The main stages: 2016 – studies, 2017 – ground-breaking, 2019 – completion.

A few details on Nantes Station
Nantes Station is the 6th largest station in France outside Paris. The five lines converging in it serve many regional areas. A total of 11.6 million passengers travel through it every year. It currently consists of two passenger buildings, one to the north, the other to the south, linked by underground passageways.

(Source: SNCF)

3 Votes

Average rating: 4 / 5


Seminar on Advancement and Internationalisation of Rail Logistics

14 – 15 October 2015, Seoul (Korea)

The seminar on Advancement and Internationalisation of Rail Logistics, organised by KRRI (Korea Railroad Research Institute) and sponsored by KORAIL, (Korea Railroad), both members of UIC, took place from 14 – 15 October 2015 in Seoul.

MOLIT, the Ministry of Land, Infrastructure and Transport, hosted the meeting and the Vice Minister of Transport together with the President of KRRI Mr Kim Ki-Hwan opened the session attended by 200 participants.

Before the debate and discussions four speakers presented their report:

  • Bernard Schmitt (UIC) presented the trends and the challenges for rail freight in the EU. He stressed the importance of interoperability, corridors, to overcome the four track gauge systems, the 17 signalling systems and five electrification systems that exist in the EU
    He underlined that the problem child, the segment single wagon load business, may be solved through innovative production systems, for example XRail which increases reliability and punctuality.
  • The second speaker, Professor Li Hongchang from Beijing Jiaotong University, presented a four-dimensional analysis of railway logistics development in China. He detailed three intercontinental railway bridges and even proposed a blueprint of a railway link between Weihai (China) and Incheon (Korea)
  • Mr Nakamura Masafumi, managing director of the JR Freight research centre, gave an overview of government support for freight by rail in Japan. He presented the new partnerships between shippers and logistic companies to ensure modal shift to rail. He explained the partnership conference involving JR Freight, and retailers, five logistics companies targeting the decrease of CO² emissions
  • The last speaker, Director General of KRRI Mr Kwon Yong-Jang, developed the potential strategies to improve the competitiveness of rail logistics in Korea. To improve the current modal split to nearly 5%, he presented some innovative actions to improve the competitiveness and to develop R&D (e.g. detachable containers)

For each speaker certain problems in rail freight infrastructure lead to a lack of facilities and a vicious cycle with the fix costs remaining however the traffic declines.

On the second day the speakers visited the KRRI facilities near Seoul. KRRI intends to develop creative and innovative ideas there to develop railway technology. With a budget of 135 million US dollars in 2014 they:

  • Conduct research into fundamental rail technology, safety policies and logistics
  • Develop advanced rail systems of high speed (with wireless power transfer system), urban rail transit (mini tram, near surface transit system), light train, Cargo train eXpress (CTX)
  • Contribute to extend the national railway network and continental rail connections
  • Manage some standardisation, assessment, and certification of rail systems

For further information please contact Bernard Schmitt:

21 Votes

Average rating: 3.76 / 5


New Technology working group re-launched under the Chairmanship of SZDC in Prague on 16 October 2015

At the invitation of SZDC (Czech Railway Infrastructure Administration), a meeting of the New Technology working group was held in Prague on 16 October 2015

This was the opportunity to bring together rail security representatives (French Railways SNCF, Dutch operator ARIVA (DBAG Group), Japan Railways JR East and West, Slovakian Railways, and the Czech railway infrastructure) and to discuss the future goals of this permanent work of the security platform.

After the welcoming of the participants by Mr Pavel Sury, SZDC Director General, Mr Srb, Director of SZDC Crisis Management Department and new chairman of the UIC New Technology working group, underlined the importance of safety and security on the railway and the need to share experiences regarding the application of new and progressive technologies in this field.

Anna Kodysova, Head of SZDC International Department, then gave a presentation on the action plan and the different technologies that are currently being implemented to increase the protection of the Czech rail infrastructure. Three main solutions were discussed:

  • Implementation of line protection detection systems (Acoustic Sensing system)
  • Implementation of an automatic warning system
  • Installation of sophisticated regional and central supervisory systems

The past activities of the working group that was chaired by RFI (Italian railways) from 2008 to 2014 were then presented to the participants by UIC. After a discussion with all the attendees it was decided to divide the group’s activity into five main areas of focus:

  • Exchange of best practice
  • Follow-up development of security technologies
  • Research, development and innovation
    • Define requirements and constraints of railways
    • Suggest new topic for future research
  • Definition of standards for rail security technology when possible
  • Cooperation on technical basis with EU institutions and relevant bodies in close relationship with CER and EIM …

Several presentations were then given by the participants:

  • Security cameras inside the passenger compartments of bullet trains (JR-East)
  • Cameras to detect drunken behaviour (JR-West)
  • Front Forward CCTV project and follow up due to Thalys train incident (Arriva)
  • Emergency number and possible development (SNCF)
  • Anti-graffiti technologies (Anti Graffiti Rail)

The next meeting will be organised in the first part of 2016 and will be the opportunity to organise a technical visit of the new line protection detection system that is currently being implemented on the Czech infrastructure. It was also proposed by Mr Srb to organise a common workshop on technology and level crossings.

All the presentations are available in the dedicated security workspace of the UIC extranet system at

For further information please contact Marie-Hélène Bonneau:

5 Votes

Average rating: 4.2 / 5


UIC meets Frontex within the framework of the Bodega project on 15 October 2015 in Warsaw

On 15 October the UIC Security Division organised a meeting in Warsaw with Frontex, VTT (Technical Research Centre of Finland) as coordinator of Bodega and CEIS as manager of the Advisory Board. This meeting concerning the European Bodega project on “Proactive enhancement of human performance in border control” was really fruitful and interesting with regard to potential future collaboration with Frontex.

The meeting was the occasion for the coordinator of Bodega to present the objectives of the project, the various possibilities of field studies in air, maritime, rail and road and also to present the expected results and the reasons why an active cooperation with FRONTEX would be of high value for the project.

It was the opportunity for UIC by representing its members to underline the importance of saving time at border crossing in the rail sector.

Until the official confirmation of the level of participation of Frontex within the Bodega project, as professional and operational support for the technical questions, we discussed the possibility to have access to experts at border control points and their contribution for professional points of view. It was also suggested that Frontex should become a member of the Bodega advisory board.

The meeting finally concluded on a positive note and offered several opportunities for collaboration between Bodega’s consortium and Frontex.

The Bodega project will contribute to the implementation of the Smart Border Initiative and the future regulation regarding Organisational and Human Factors. The improvement of the efficiency of border control points will reduce difficulties, delays and time spent when crossing border control. It will both facilitate the flow of travellers and speed up border crossing for them. Finally, it will improve the border control process and will have a positive impact on the attractiveness and efficiency of the railways, as well as its image competitiveness.

For further information please contact Virginie Papillault:

2 Votes

Average rating: 4.5 / 5


PKP-PLK/UIC workshop on modern technology in the security system on the railways and the UIC Security Platform Steering Committee

On 14 October, PKP Polskie Linie Kolejowe S.A, in cooperation with the UIC Security Division, organised a dedicated workshop in Warsaw on modern technology in the security system on railways.

The official opening and introduction to the workshop was given by Mr Dariusz Bielas, Director-Plenipotentiary of the Management Board of PKP PLK S.A. and Mr Jean-Pierre Loubinoux, Director General of UIC.

Recent and past critical events in the railway property, involving life losses and other important damages to the rail infrastructures and operations, lead the railway operating community to be pro-active and ready to answer to the constant evolution of the threats.

Increased awareness, exchange of experience and sharing information are within the objectives of the UIC Security Division that are achieved by promoting and collaborating with its members on the organisation of this type of workshop to form a better understanding of the threats and methods to anticipate and fight them.

Within that scope and in line with the decision of the last UIC European Management Committee (EMC) coordination, Mr Jean-Pierre Loubinoux informed the meeting that the UIC Security Division is preparing an 18 month rail security activities programme that should be in place from January 2016. Those activities will cover a comprehensive range of topics addressing key areas to enhance the resilience levels of rail security protection.

Those topics will focus on the interoperability and exchange of security-related information for international trains, training and communication for railway staff, and benchmarking on railway crisis management.

The workshop was enriched by the exchange of presentations of PKP PLK S.A. The Railway Security Guard (SOK) explained the organisation of SOK, stressing its cooperation with other entities responsible for the security system and also demonstrated the capabilities of the SOK’s Operation-Intervention Groups. In addition, PKP PLK S.A. gave a presentation on how rail infrastructure protection is using innovative solutions by running pilot projects for technical measures, including prevention of catenary theft – (PKP PLK S.A.)

The UIC Security Division presented the most recent findings, products and results from a number of research projects and technical actives, namely PROTECTRAIL White Paper (Key Lessons for the Railway Sector on rail Security Architecture), SECRET (study of the impacts of EM attacks on the rail infrastructure), CIPRNet (Critical Infrastructures Protection), BODEGA (Analysis of the human factors’ aspects of border control processes), and complemented with an generic approach to the Cyber Security (Building of a technical strategy).

Closing the workshop Professor Gerd Neubeck, Deutsche Bahn’s Chief Security Officer and Vice-Chairman of the UIC Security Platform, stressed the importance of such events that contribute to the exchange of good practice and strengthen cooperation between law enforcement and railways. When performed in respect and trust by work done both at national level and across borders, they have a significant positive impact on crime prevention in the daily operations of railways that result in better performance and less disruption for railway users.

Conscious of the complexity of rail security protection in a global and constant moving sector, experts must always have in mind that one size measure does not fit all and that good solutions needs to be found respecting different legal, cultural and even social frameworks.

Being aware of the constant threats evolutions, up to date on the wide range of preventive and reactive measures, and being well trained and ready to act when needed, is of paramount importance for railways today.

PKP PLK S.A. also provided the practical part of the workshop by presenting one of its Mobile Monitoring Centre vehicles.

UIC Security Platform Steering Committee

The UIC Security Platform Steering Committee convened after the closing of the workshop where current and ongoing platform matters were presented and discussed in the course of the schedule.

A summary activity report was presented by each UIC Security Platform WG, namely Mr Vladimir Kuznetsov from RZD, Chairman of the UIC Human Factors WG, Mrs Delphine Beatse from SNCB on behalf of Mr Hendrik Vanderkimpen Chairperson of the Strategy, Regulation and Procedures WG, Mrs Susanne Kufeld from DG AG Chairperson of the UIC Metal Theft WG and Mr Wlodzimierz Ternawski from PKP PLK S.A. on behalf of Mrs Edyta Jaszczuk, Chairperson of the Security-BIRC WG. Information on New Technologies WG was provided by Mr Jacques Colliard and Mrs Marie Hélène Bonneau (UIC Security Division).

Ms Alena Havlova from CER, provided a summary report on the recent EU developments with regard to the so-called “Thalys incident” on 21 August, following which a number of EC and EU meetings took place, in particular the EU Transport Council on 8 October where the discussion focused on how to improve the security of rail passengers in Europe. Commissioner Mr Bulc presented to the Transport Council members the outcome of the extraordinary meeting of the Commission’s Expert Group on Land Transport Security (LANDSEC) organised on 11 September. That meeting discussed the possibility of developing EU measures on terrorism and rail security; Member States agreed that the most appropriate approach should rely on risk and threat assessment, based on which the Member States need to take appropriate actions. It is important to seek rail-specific solutions, as aviation’s security approach is not possible for rail.

In the short term, the Commission is going to continue exchanging good practice and launch a study focusing on training for personnel, contingency planning and technical improvements. The outcome of this study should be ready in 2016.

Jacques Colliard also informed the steering committee that the last UIC European Management Committee held in Oslo addressed security topics at European level and asked UIC to develop a strategic security plan of activities for the future and to prepare a programme of activities on the following topics:

  • Interoperability – and exchange – of security related information for international trains
  • Training and communication: security staff, general staff, involvement of passengers in their own security
  • Benchmarking on crisis management
  • Problem of refugees vis-à-vis railway sector

The final work of the UIC Security Platform Steering Committee focused on the preparation for the 11th Security Congress organised in India from 8 – 10 December 2015 under the theme “Security at the service of rail business activities”, in coordination with Indian Railways, currently chair of the UIC Security Platform.

Professor Gerd Neubeck, Deutsche Bahn, expressed his thanks for the organisation of both workshop and Steering Committee meetings, pointed out the tangible results and pro-activeness of the platform’s work.

The closing statements where provided by Mr Jerzy Wisniewski Head of the UIC Fundamental Values, that highlight the value of these events that bring together people, expertise enhancing the trust needed to overcome all those daily difficulties. He concluded by saying that as a local it was a particular pleasure to welcome everyone to Warsaw, and was looking forward to promote more successful initiatives.

All the presentations are available in the dedicated security workspace of the UIC extranet system at

For further information please contact Jacques Colliard:

3 Votes

Average rating: 4.33 / 5

Next meetings scheduled

  • 18-20 October 2017 Statistics Steering Committee Meeting UIC
  • 19-22 October 2017 Next Station Conference Madrid
  • 19 October 2017 Freight Steering Committee
  • 23-28 October 2017 International Railway Safety Council (IRSC) HONG KONG
  • 24-28 October 2017 Intercity & High Speed Committee Plenary meeting Shanghai
  • 24 October 2017 RSF Plenary
  • 25 October 2017 OptiYard TMC Meeting UIC Headquarters
  • 25 October 2017 Optiyard SMC meeting UIC Headquarters
  • 26-27 October 2017 OptiYard Kick-off meeting UIC Headquarters
  • 26-27 October 2017 Expertise Development Platform Rome, Italy
  • 30-31 October 2017 16th UIC Asia-Pacific Management Committee Saint-Petersburg, Russia
  • 30-31 October 2017 Commercial and Distribution Steering Committee Conference Call
  • 30 October 2017 CDF Steering Committee Conference Call
  • 30 October 2017 Commercial and Distribution Forum Steering Committee conference call
  • 31 October 2017 - 1 November 2017 24th UIC Asia-Pacific Regional Assembly Saint-Petersburg, Russia
  • 6 November 2017 Commercial and Distribution Forum plenary meeting Paris
  • 7 November 2017 European Management committee Assistants Paris
  • 7 November 2017 European Group of Assistants Paris
  • 8-10 November 2017 10th APNRTC (Asia-Pacific Network of Railway Training Centres) Chengdu, China
  • 8-9 November 2017 APNRTC (Asia Pacific Network of Rail Training Centres) SWJTU, Chengdu, China
  • 8 November 2017 91st General Assembly Preparatory Group Paris
  • 13-18 November 2017 5th Training on High Speed Systems Level II Madrid
  • 14 November 2017 Safety Platform Steering Group meeting UIC HQ PARIS
  • 15 November 2017 Safety Platform Plenary meeting UIC HQ PARIS
  • 21-24 November 2017 Commuter and regional Training Rome

UIC e-News Legal Editor: Marie Plaud
Coordination: Helen Slaney
Editorial team: UIC e-News Team, Paris 20 October 2015

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