Brochure Env2012 Web-2

Railways and Sustainable DevelopmentA global perspective

Author: Mr Alexander Veitch, Head of Unit – Sustainable Development, UIC

Contact us: [email protected]

English Editor: Mrs Helen Slaney, UIC

Design: Mrs Marina Grzanka, UIC

Photographs: We thank our members for their contributions

Printer: ACINNOV

UIC would like to thank its members for their contributions to this brochure. Particular thanks to the members of the UIC Sustainable Mobility Expert Network for comments and revisions of the brochure. External review carried out by Heather Allen, TRL.

Warning: No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole exceptions - noting the author’s name and the source -are «analyses and brief quotations justified by the critical, argumentative, educational, scientific or informative nature of the publication into which they are incorporated» (Articles L 122-4 and L122-5 of the French Intellectual Property Code).

© International Union of Railways (UIC) - Paris, May 2012 - ISBN 978-2-7461-2086-0

RAILWAY AND SUSTAINABLE DEVELOPMENT | 3

Foreword from the Chairman of the UIC Energy, Environment and Sustainability Platform

As President of the UIC Platform on Energy, Environment and Sustainability, I am delighted to present this report, which highlights sustainable development actions of railways around the world. The report is structured around the UIC Declaration on Sustainable Mobility and Transport, which is the long-term, strategic mechanism for UIC and its members to advance and improve the railway’s performance on sustainable development. For more information on UIC activities and the EES Platform please visit www.uic.org

Joachim Kettner, Director, DB Environment Center

Foreword from the UIC Chairman

The year 2012 will be a landmark for the sustainable development of railways throughout the world. The Rio+20 Conference will be held. This report is not only a contribution to UIC members for their benchmarking but also a message to Rio+20, highlighting their past sustainability achievements and future strategies for improvement. I hope that railways will be placed at the heart of a new global vision for sustainable transport at Rio+20 and that this will strongly support the continuous efforts of UIC members to improve their operational effi ciency as well as safety levels, develop their technical capabilities and enhance customer satisfaction. Since technologies of competing transportation modes are making progress, rail competitiveness in terms of environment may be at risk. So, from now on, we must improve our performance by ourselves, so that we will be selected by more and more people in every country and region. It is UIC’s members that can make this a reality.

Yoshio Ishida, Vice-Chairman, East Japan railway Co.

Foreword from the UIC Director General

The astonishing growth in the rail sector over the last decade shows that railways can be at the heart of a new, more sustainable approach to transportation and land-use planning. This report aims to support the international development of the rail sector by highlighting the sustainable development activities of the railways on a global scale. The report presents just some of our sector’s activities in this fi eld, and we recommend that readers visit the websites of individual railway companies for detailed information. We plan to produce future editions of this report, and we welcome readers’ feedback and comments – please contact us at [email protected]

Jean-Pierre Loubinoux, UIC Director-General

4 | RAILWAY AND SUSTAINABLE DEVELOPMENT

UIC has a strong tradition of working on sustainability issues, both in supporting members in improving their sustainability performance, as well as communicating on the sector level towards key external stakeholders in order to support the development of sustainable transport systems. UIC is the offi cial railway representative to the United

Train to Copenhagen5 December 2009

Introduction to UIC

UIC, the international railway association which celebrates its 90th anniversary in 2012, counts 200 members across 5 continents (railway companies, infrastructure managers, rail-related transport operators). UIC’s chief task is to promote railway transport around the world and help its members to meet all the current and future challenges of mobility and sustainable development.

Nations and is an active stakeholder in international climate change and sustainable development negotiations. For example, UIC attended the Johannesburg World Summit on Sustainable Development in 2002, and will be active again at Rio+20 in 2012. Indeed, this brochure forms part of our contribution to Rio+20.

A particular highlight in recent years was the Train to Copenhagen initiative (www.traintocopenhagen.org), run in partnership with UNEP and WWF, which took the climate message of train travel from Kyoto to Copenhagen. Part of this initiative was the Climate Express, which was a special train arranged by railway operators from Brussels

to Copenhagen. More than 400 passengers took the Climate Express, including Achim Steiner, Executive Director of UNEP, James P. Leape of WWF International, members of national government delegations, journalists, and railway representatives.


Offi cial launch of the UIC Declaration on Sustainable Mobility and Transport, Commission on Sustainable Development (CSD 19), United Nations (UN),11 May 2011, New York

Introduction to this brochure

This brochure highlights the achievements that UIC members around the world have made in the fi eld of sustainable development. The case studies and examples were submitted by many of the 50 members who have signed the UIC Declaration on Sustainable Mobility and Transport. The UIC Declaration is a public commitment to implementing sustainable development measures and to providing regular and transparent progress reports and is consistent with the United Nations Global Compact. For more information on the Declaration see www.uic-sustainability.org.

The brochure provides only a brief overview, and readers are encouraged to visit the websites of individual railway companies for more information.


UIC DECLARATIONSUSTAINABLE MOBILITY & TRANSPORT

To support our contribution to sustainable development and the necessary paradigm shift we shall endeavour to work towards and uphold – now and in the future – the approach and commitments set out in the statements below and to regularly report on our progress:

A: Meet the expectations of society

We are the backbone for sustainable mobility and transport systems in our society

Rail offers solutions to cope with the mobility and transport challenges of the future

Rail has lower impact on climate and environment than most other transport modes

Rail is the safest mode of transport

Rail relieves roads and reduces congestion

Rail has macro-economic advantages for society

Rail enhances sustainable integration of transport and mobility modes

B: Meet the expectations of customers

We provide attractive mobility and transport solutions for our customers

Rail travel and commuting increase quality and productive time

Rail provides reliable mobility and transport

Rail improves access to mobility

Rail reduces the environmental footprint of its customers

Rail is the backbone of attractive and sustainable door-to-door-mobility and -transport concepts

Rail involves its customers in developing target-group specifi c services

C: Governance & Responsibility

We sustain the mobility and transport business through responsible leadership

Rail companies are committed to sustainability and sound corporate governance as a matter of course and to create sustainable value for their stakeholders

Rail companies are committed to being responsible and attractive employers

Rail companies maintain high levels of safety and security by comprehensive management

Rail companies apply precautionary approaches to environmental challenges and support initiatives, projects and new technologies for further improved environmental performance

Rail companies support and respect internationally accepted ethical standards, also in their supply chains and will work against corruption in all its forms, including extortion and bribery

Rail companies maintain dialogues with their various stakeholders and report transparently about their sustainability performance

A1

A2

A3

A4

A5

A6

C1

C2

C3

C4

C5

C6B2

B1

B3

B4

B5

B6


Late

st u

pdat

e: 2

3 M

ay 2

012


0

20

1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008

40

60

80

100

120

Other transport

Domestic Shipping+ Int'l Shipping

Domestic Aviation+ Int'l Aviation

Rail

Road

Section 1: Meet the expectations of society

CO2 emissions from the global transport sector

Rail is the backbone for sustainable mobility and transport systems

A1 Rail offers solutions to cope with the mobility and transport challenges of the future

Mobility and transport have a variety of impacts that affect the economic, environmental, and social aspects of society in both positive and negative ways. The growth of mobility has delivered economic growth, but has also created environmental and social challenges. For example, in Beijing, China, new car registrations, which had reached a height of 60,000 per month, were limited by government authorities to 20,000 per month in the year 2011 due to concerns over congestion and pollution1.

This trend in car ownership and use can be seen on a global level where transport already accounts for over 50% of world fossil fuel use. This share is expected to increase to over 60% by 20352. The majority of fossil fuel is used in the road sector, and therefore it is the road sector that produces the majority of carbon dioxide (CO2) from transport. Railways can help address this issue, by providing lower-carbon mobility: Rail has approximately a 6%3 share of the world transport market, but only produces 2% of transport GHG emissions4. Rail is also more resource-effi cient than other modes, for example with a lower land-take requirement than roads.

1. Beijing dramatically limits new vehicle registrations 2012, Just-Auto.com, January 4 2011 2. EIA, International Energy Outlook 2010 3. UIC estimate 4. International Transport Forum, “Greenhouse Gas Emissions: Country Data 2010”

Source: International Transport Forum, “Greenhouse Gas Emissions: Country Data 2010”


REDUCING THE CLIMATE IMPACT OF TRANSPORT THROUGH MODAL SHIFT TO RAIL

A2 Rail has lower impact on climate and environment than most other transport modes

5. Systra Rail with TRL, High Speed Rail and Sustainability, 2011 6. CE Delft, Potential of modal shift to rail transport: Study on the projected effects of GHG emissions and transport volumes, 2011

Rail is a high capacity but low carbon mode. Therefore, moving passengers onto rail from air and road transport can deliver reductions in CO2 emissions. A study for UIC, which analyzed High Speed Rail (HSR) in France and China, concluded that the carbon footprint of HSR can be up to 14 times less carbon intensive than car travel and up to 15 times less than aviation even when measured over the full life-cycle of planning, construction and operation5.

For example, emissions on the high-speed French rail operator SNCF line from Valence to Marseille average 11g CO2 per passenger km (CO2 p/ km), compared to 152g CO2 p/ km for car and 164g CO2 p/ km for air. The “carbon payback time” for this route – the length of time it takes for the CO2 emissions saved by the impact of the new high-speed services to overtake the additional carbon emissions produced through the line’s construction – was just 5.3 years.

In Spain, HSR services have achieved modal shift from air travel. The Madrid-Seville HSR line achieved an 80% market share for travel between these cities by 2008, while the HSR line between Madrid and Valencia, which opened at the end of 2010, saw its market share jump from 12% up to 52% in just six months. This modal shift meant that rail was more attractive then even low cost airlines for this route and many stopped their services – also helping reduce emissions.

A separate study of the potential for modal shift to rail and consequent CO2 reductions in the European transport market revealed strong potential for modal shift and CO2 reductions in the freight sector: Up to 20 million tons of CO2 equivalent emissions (7% of freight transport emissions) could be reduced by fully utilizing the main corridors and the primary network in 20206.


101990 2005 2006 2007 2008 2009 2030

Target

20

30

40

50

60

g/pkm

g/tkm

gCO2REDUCING THE CLIMATE IMPACT OF RAILWAYS – ENERGY EFFICIENCY AND RENEWABLE ENERGY

The global railway sector is working extremely hard to maintain its environmental advantage by improving its energy effi ciency and reducing its CO2 emissions. Several railway companies have established their own targets. For example, U.S. passenger operator Amtrak joined the Chicago Carbon Exchange (CCX) in 2003 and voluntarily made a commitment to reduce Greenhouse Gas (GhG) emissions by 6% from 2003 through 2010, using the baseline years 1998-2001, at that time the largest single voluntary commitment of any company in the U.S. Amtrak achieved its target as planned in 2010.

There are collective targets too. For example, 28 European members of UIC have collectively committed to reduce CO2 emissions per passenger kilometer and ton/kilometer by 50% by 2030, and are well on track to meet this target.

IMPROVING RAILWAY ENERGY EFFICIENCY

Specifi c CO2 emissions from the European railway sector

(source: UIC)

Improving energy effi ciency is the most important aspect of the railway’s strategies to reduce CO2 emissions, and of course has signifi cant business benefi ts by reducing costs. For example, French railway SNCF’s energy costs are around €800m annually, with 80% used to power trains and 20% to operate buildings. SNCF is introducing a 19-step energy-saving program to reduce this consumption, and shaving 5 or 10% off their energy use would deliver not only signifi cant environmental benefi ts but also help reduce costs.

Railway companies use a combination of technical and non-technical means to improve energy effi ciency. Technical measures include using more modern rolling stock with lower energy consumption, or innovative technologies such as regenerative braking – a system that harnesses the energy produced during braking, transferring it back into the rail system, allowing other trains to use it.

Non-technical measures include energy-effi cient driving techniques, which focus on developing train drivers’ expertise to save energy or diesel fuel costs. Linked to both these points is the installation of clear Energy Metering on trains, so that operators can monitor their energy consumption and assess which approaches save the most energy. The table below highlights some approaches and results from railways around the world.


RAILWAY COMPANY EXAMPLES

SBB (Swiss Railways)SBB has targeted energy savings equivalent to 57,500 households through operations management, energy effi cient driving, rolling stock optimization and improvements in buildings and fi xed facilities.

CFR-Calatori (Romanian passenger operator)CFR-Calatori completed the implementation of 370 electricity meters on their electric locomotives in 2008. Rolling stock modernization program decreased total CO2 by 34% at the end of 2010 compared to 2007.

TCDD (Turkish Railways)TCDD has Installed Auxiliary Power Units to locomotives instead of generator wagons, to provide stand-by power for heating and light, which reduces idling time and saves energy, and trained all their drivers on energy-effi cient driving techniques.

SŽ (Slovenian Railways)SŽ has equipped their trains with energy meters and trained their drivers in energy-effi cient driving approaches.

Renfe (Spanish passenger operator)Renfe estimates that energy effi cient driving permits an energy saving of up to 10%. Regenerative braking has returned 6 to 10% of the energy employed on HSR lines, and up to 40% on conventional services to the grid.

NS (Netherlands passenger operator)Depending on the circumstances and individual driving style prior to the training, the energy effi ciency of drivers has improved by 5 to 25%. A typical method used is to quickly accelerate to maximum speed and then reduce speed gradually until the next scheduled stop.

JR East (Japanese passenger operator)JR East Has replaced old-type electric rail cars with new energy-effi cient ones: As of March 31 2011, about 88% of its rail cars are new ones.

CP (Portuguese passenger operator)CP achieved energy regeneration of nearly 81,600 Giga Joules or 22.67 Giga Watt Hours (GWh) in 2010 – more energy than four large offi ce blocks, or roughly 2,000 average households, consume in a year.

DB (German Railways and global logistics company)DB has been using regenerative braking since the late 1980s and in 2010 around 890 GWh of electricity, or nearly nine percent of all traction current consumed, was fed back into the network by using this method. All train drivers have been trained in effi cient driving techniques.

Southern and Southeastern (UK Train Companies)Southern and Southeastern were the fi rst train operators in the UK to introduce regenerative braking. The result was a saving of about 15% of consumption on Southern’s largest fl eet of trains since 2008 and a reduction in carbon emissions by more than 11,000 tons a year.


RENEWABLE ENERGY IN RAILWAY OPERATION

In Japan, JR East promotes use of natural energies including solar and wind power. Solar panels are installed at several stations and facilities, and JR-East is proceeding with research to determine the effect of wind power. In Germany, DB already has 25 wind turbines under contract, which will generate 74 gigawatt-hours of electricity per year – roughly the amount consumed by a city of 50,000 people. In total, DB uses 19.8% renewable energy in its traction mix- three percentage points higher than the percentage of renewable in the public energy mix.

Renewable liquid fuels are also a possibility for railways using diesel engines. A good example of this is in the U.S. where Amtrak ran a successful trial of a B20 biodiesel (20% Texan beef tallow, 80% Ultra Low Sulphur Diesel) on the “Heartland Flyer” route from Oklahoma to Texas. The trail resulted in the use of over 35,000 gallons of renewable fuel.

Railway operators with electrifi ed systems have the opportunity to use renewable energy to reduce their CO2 emissions, and many already do this. For example in Finland, VR has switched entirely to hydro-electric power, thus halving its CO2 emissions. In January the Board of Swiss Railway SBB decided to cover future additional energy demand (400 GWh) with hydro-electric power. In Spain, the high production of renewable energy in the electricity sector (around 46% in 2010), allowed the Spanish rail infrastructure manager Adif to achieve a renewable energy consumption of around 34.5% of its traction energy supply.

Some railways produce their own renewable energy. A particularly innovative example is the Schoten Rail Tunnel near Antwerp in Belgium, where infrastructure manager Infrabel has installed 17,820 solar panels on the roof, covering a total length of 3.4 kilometers (or 8 football fi elds) which will deliver 3,300 MWh of electricity every year. This corresponds to the average annual consumption of around 950 families and will save 47.3 million kg CO2 over 20 years.

Schoten Solar Rail Tunnel, Belgium (Infrabel)

Spanish high speed train passes a “wind farm” (Renfe)


REDUCING AIR POLLUTION IMPACTS OF RAILWAYS

The rail sector is a minor contributor to air pollution, yet railways are constantly working to reduce their air pollution. In Europe, the rail sector’s share of total Nitrogen Oxide (NOx) emissions of transport is only 3% today, as efforts from the rail sector have reduced its NOx emissions by 35% since 1990. The same is true for Particulate Matter (PM), where the rail’s share is 4.5% only and rail’s PM emissions have also been reduced by 35% since 1990.

In addition to the CO2 reduction target noted in the previous section, 28 European railways have adopted a target to reduce their total exhaust emissions of NOx and Particulate Matter (PM107) by 40% in 2030 compared to base year 2008.

Individual railway companies are also working on their own projects and strategies. In Romania, CFR-Calatori has embarked on an ambitious modernization program for its diesel train fl eet, installing new engines compliant with Euro 4 air pollution standards and with other more advanced and energy-effi cient transmission, heating and cooling systems.

In the U.S., Amtrak is reducing idling times in its diesel locomotive fl eet by introducing a “Stop - Start” system which switches down idling engines and starts them again when needed.

HDV: Heavy Duty Vehicles

Passenger cars

LDV: Light Duty Vehicles

National navitaion (Shipping)

Railways

INT’l aviation

Mopeds & motorcycles

domestic civil aviation

International inland waterways

36%

9%

8%

3%

1%1%

0%

0%

42%

NOx Emissions in Europe, 2009

Source: EEA

7. PM10 here refers to tiny particles suspended in air of the order of 10 micrometers or less in diameter.

ENERGY EFFICIENCY IN RAILWAY BUILDINGS - RAILWAY COMPANY EXAMPLES

Energy effi ciency is also important in railway buildings, and many railways are looking at this issue. The table below provides some examples.

JBV (Norwegian infrastructure manager)Achieved a 21% decrease in non-traction energy between 2003-2008 by controls on switches, buildings and sharing information.

Amtrak (U.S. passenger operator)Has carried out lighting retrofi ts at 18 facilities over two years, the cost of which will pay back in less than 4 years.

SNCB (Belgian passenger operator)Has improved the energy effi ciency of its buildings by 20% in 2011 compared to 2005.

DB Schenker (German railway and international logistics company)DB Schenker Logistics built the fi rst logistics center fully heated and cooled by geothermal energy, providing a 1,200 square-meter building with temperature control and hot water.

Northern Rail (UK train operator)Accredited to the new international energy management system standard ISO5001. In its buildings, Northern rail has reduced electricity use by over 11% and natural gas consumption by over 15%.


ELECTRIFICATION REDUCES LOCAL AIR POLLUTION

which, added to a diesel locomotive renewal, enabled SNCB to reduce total exhaust emissions by 75 – 90% over the past 20 years. Similarly, in Germany, DB cut its PM emissions by 89% and NOx emissions by 71% between 1990 and 2010. These cuts were made possible in large part by the electrifi cation of the rail network.

Company (NRIC) is delivering a project to reconstruct and electrify the railway line Plovdiv-Svilengrad to enable 160km/h rail traffi c. The project is part of the international transport corridors IV and IX which are included in the creation of integrated transport system in Europe. This will reduce local air pollution from railway operation.

Electrifi cation enables railway companies to use electric locomotives that produce little or no local air pollution. Many railways are progressively electrifying their services. In Belgium for example, about 95% of the SNCB passenger trains and 83% of the SNCB-logistics freight trains now use electricity,

As noted in the previous section, electrifi cation also enables railways to use renewable electricity. In Portugal, electrifi cation of the network from 2009 to 2010 resulted in a reduction of CO2 emissions by 6,240 tCO2e (a reduction of (4.6%), and as well as producing fewer air pollution emissions. The Bulgarian National Rail Infrastructure

JAPAN: REDUCING AIR POLLUTION FROM POWER PLANTS USED FOR RAILWAY OPERATION

Electrifi cation does not solve all air pollution problems – when electricity is used for traction, these is pollution from electricity production occurring at the power plant. In Japan, JR East has its own thermal power plants to provide electricity for its train operation. JR East has been trying to minimize the negative impact on the environment by these power plants, and has equipped the plants with NOx removal equipment, low NOx burners, dust collectors, and other measures. In consequence, NOx emission from the plants has decreased by half, compared with 1991.


NATURAL HABITATS AND BIODIVERSITY

In several countries the railway is one of the largest land owners and managers, creating a special responsibility to manage land in the best interest of nature and biodiversity. For operational reasons, railways need to manage vegetation near the line and take care of animals living on, near or crossing the lines. This section highlights examples of how railways around the world are dealing with these issues.

USA: BALD EAGLES ALONG THE HUDSON RIVER

The increasing number of Bald Eagles along the Hudson River in upstate New York is a success story for the natural environment, but unfortunately increases the risk of bird strike for the railway. Amtrak and government organizations have established a plan to reduce eagle mortalities. For example by removing dead animals, which are a source of food for eagles, from near the railway, fewer eagles are attracted to the tracks. A comprehensive Eagle Conservation Plan is being developed.

BELGIUM: SMART TRAIN TO MINIMIZE HERBICIDES

The Belgian infrastructure manager Infrabel uses a smart train to minimize the use of herbicides. The train uses a camera and a powerful computer program to automatically track the concentrations of weeds along the tracks, which are then sprayed with herbicides. In this way the amount of herbicides used is reduced by 30% and unwanted vegetation also decreases by 30%. Every year the train covers 10,000 km of tracks.


White Stork and Catenary Nest Platform (Bulgarian railways)

BULGARIA: WHITE STORK NESTING SITES

In Bulgaria the poles that support the catenary system are popular places for the White Stork to build nests. Unfortunately, the overhanging boughs can short-circuit the electric system, causing the nests to catch fi re causing disruptions on the line and burning the eggs or young birds. The Bulgarian Railway (NRIC) received permission from the Ministry of Environment and Waters to remove a number of nests and re-build them on special platforms built over the catenary poles. Between February-March 2010, forty-three insulated platforms were installed protecting both the nests and the infrastructure.

SLOVENIA: WILDLIFE CROSSINGS

Slovenian railways (SŽ) developed innovative habitat protection measures during the construction of the Puconci – Hodoš line. Underpass tunnels for amphibians and otters, in the form of culverts, have been constructed and gradual overpasses have been constructed at places of regular rail crossing points for deer. Monitoring of wildlife crossings has been conducted three years after the line construction was completed and results show that the wild animals have become accustomed to using the safe crossings.

POLAND: GREEN BRIDGES AND SONIC DETERRENTS

Railways can be a barrier to the movement of animal species. Polish railway PKP has developed two “Green Bridges” on line E20 to lead animals safely across the line. Fences alongside lines guide animals toward the green bridges to assist safe crossing. PKP has also installed devices to deter animals from trains. Moments before a train passes, the device emits a series of natural sounds that animals perceive as a warning of approaching danger. Installed 70m apart on alternative sides of line at points where animals normally cross, these devices do not impede animal migration.

CZECH REPUBLIC – MIGRATION AND HIBERNATION OF PROTECTED SPECIES

The construction phase of the project “Optimization of the line Zbiroh – Rokycany” created a number of complex environmental challenges for Czech railway infrastructure manager SŽDC. It was necessary to provide migration tracks through the construction site for nine amphibian species, fi ve reptile species, the European brook lamprey and several fi sh species including the European bullhead. In the end the construction works had no destructive impact on migrating species. Also, the project required a site to be built to allow amphibians, reptiles and invertebrates to hibernate safely. This complex project required special training and instruction for construction foremen, and has led to the defi nition of construction principles for nature protection.


NOISE AND VIBRATIONS

Noise and vibration represent one of the biggest environmental challenges for the railway. To facilitate effective noise and vibration management, UIC promotes and develops best practice in the context of sustainable development. This is achieved through research projects and an expert network at which information and good practice is shared and disseminated.

JAPAN – FOREST DEVELOPMENT

JR East has run a Forest Development program in cooperation with local communities since 1992. The aim is to plant trees along railway lines to encourage the development of more environmentally friendly railway zones. A total of 44,000 people have participated in this program and about 300,000 trees have been planted along the lines.

SPAIN: PREVENTION OF FOREST FIRES

The application of the measures contained in the Adif and Renfe common Annual Forest Fire Prevention Plans has led to nearly 60% reduction years in the number of fi res occurring alongside railway lines that could be attributed to the rail system, from 7% in 2006 to less than 3% in 2010.

NETHERLANDS – BEE HOTELS

Many experts in biodiversity share the opinion that bees are of critical importance for maintaining biodiversity. ProRail, the rail infrastructure manager of the Netherlands, has created a number of sanctuaries for bees at rail crossings in protected areas. At these spots (known as “bee hotels”) the bees can safely reproduce.


From left to right: Mr Johannes Gräber (DB Systemtechnik), Mr. Loubinoux, Dr. Rausch, State Secretary Scheuerle standing in front of a wheelset with a LL block

JOINT RAILWAY SECTOR PROJECTS ON NOISE AND VIBRATION

The EuropeTrain projectThe EuropeTrain project – collecting real operational data to pave the way for homologation of LL Blocks – low-noise “whisper brakes”. These can be installed without major adjustments to the braking system resulting in a fi nancially viable option for retrofi tting the existing wagon fl eet with silent technology.

www.europetrain.uic.org

The RIVAS projectThe RIVAS project is developing practical solutions to minimize low frequency vibration and ground borne noise.

UIC projectsUIC has a strong noise research program run on behalf of our members. Recent reports include a study on the real costs of noise mitigation and clarifi cation of the noise reduction achievable by retrofi tting – see www.uic.org and www.rivas-project.eu for more information.

European railways have agreed a vision for 2050 where environmental noise from 24-hour passenger and goods operations is reduced to a socially and economically acceptable level. This ambitious vision is supported by several research projects, including:

WP8

WP1

WP2

WP3 WP4

WP5

WP6

WP7Technical

Coordination

Financial& contractualManagement

Dissemination,exploitation& training

Mitigationmeasures

on vehicles

Mitigation measureson transmission

/ propagation

Mitigationmeasureson track

Mitigationmeasuresat source

Assessmentand monitoring

procedures


Picture of wagon retrofi tted with k-blocks. Old wagons such as these are now as silent as modern passenger vehicles.

Retrofi tted freight wagon Noise barrier

CASE STUDIES – NOISE REDUCTION: EXAMPLES AND HIGHLIGHTS OF RAILWAY COMPANIES’ NOISE REDUCTION ACTIVITIES

SŽ (Slovenian Railways)Their EMG 310 trains have been fi tted with new lower-noise disc brake pads, and wagons and coaches have been equipped with new modifi ed lower-noise cast-iron brake blocks.

JR East (Japanese railway)JR East has taken many steps in order to reduce noise from HSR such as the installation of sound proof walls and sound-absorbent materials; rail grinding to smooth out uneven places in rails, and other measures. For the newest HSR train set, JR East has installed low-noise pantographs. On conventional lines, JR East has been minimizing noise by installing long rails on tracks and by using more precise rail grinding technology and wheel-tuning.

SBB (Swiss Railways)The SBB Noise Protection Program (“FinöV”) includes the retrofi t of rolling stock for noise reduction and other measures, including in 2011 the innovative noise renovation of the Wettingen Rail Bridge.

TCDD (Turkish Railways)TCDD is developing the technical capability of their business in order to meet EU Noise Directive requirements. For example, TCDD is considering implementing noise mitigation measures on residential parts of the high speed line between Ankara and Eskişehr, and acoustic barriers in other areas.

RAI (Iran Railways)A study on the impact of vibrations on structures near the railway, including fi eld tests at Bahram station, has been carried out by RAI. This enabled causes on the railway such as uneven rails and worn or fl at wheels to be isolated, and provided new ways to assess the potential impact of vibration on buildings (key factors include distance from track and dissemination in soil).

Renfe (Spanish train operator)32% of Renfe’s current fl eet of freight wagons are now equipped with synthetic brake shoes, accounting for 62% of traffi c. In the medium term, half of Renfe’s Freight and Logistics fl eet, the most used division and the one providing most services, will be equipped with braking systems that reduce noise levels by up to 10 decibels. In many cases this reduction will mean perceived environmental noise will be reduced by half. These brake shoes also reduce the risk of starting fi res along the track.


JR-Maglev and a noise barrier A noise barrier in Austria (ÖBB)

ÖBB (Austrian Railways)ÖBB considers noise reduction to be an integral part of environmental services, and is implementing measures including noise barriers, rail grinding, mass-spring systems in tunnel areas, use of sub-ballast mats and improvements in the rail vehicle sector.

DB (German Railways)DB has set out to cut noise pollution caused by rail transport in half by 2020 compared to 2000. In 2010, DB implemented traditional noise remediation measures, primarily building noise barriers and installing sound-proof windows, along over 160km of track in 2010. In addition, since 2001, all new cars purchased by DB Schenker Rail come equipped with low-noise “whisper breaks”, and now 7 percent of DB’s freight cars now use quiet brake technology.

SNCF (French Railways)Over the course of 20 years, research has reduced train noise by 10 decibels, and SNCF is working to eliminate another 10 decibels by 2020 by addressing every source: motors, wheel/rail screech, and aerodynamic noise. To protect trackside homes and businesses, SNCF researchers have developed software to design the most effective noise-abatement wall.

Infrabel (Belgian infrastructure manager)By developing a Weight in Motion systems (W.I.M) that weighs every passing train and gathers data about the noise and vibration caused in the rails. This will allow exceptionally noisy wheels to be identifi ed and reported to the relevant railway operator. After evaluation via two pilot locations, a W.I.M system will now be installed at 15 other sites.

SŽDC (Czech infrastructure manager) SŽDC reduced decreasing noise pollution on average by 8 dB in 2008 and by an average of 5 dB in 2009. Measures included using under sleeper pads and rail noise absorbers (for the fi rst time in the Czech Republic) – instead of anti-noise screens construction.

REFER (Portuguese infrastructure manager)REFER has installed noise barriers in the more urbanized areas of their network.


A3 Rail is the safest mode of transport

Safety is a key aspect of the social aspects of sustainable development and is also one of the most important subjects for any transport mode where the key objective is the transportation of people and products. This section presents some information on railway safety in Europe, and a selection of projects from railways around the world aimed at tackling the most important safety issues. Section C3 provides some more information on the management processes and strategies designed to ensure safe operation.

02008 2009 2010

300

600

900

1200

1500

Passengers

Employees

Level Crossing Users

Unauthorized person

Other

928

380

894438

852

405

376229

750

359

624144

Number of fatalities per victim category 2008-2010 Fatalities per victim category (2008-2010)

Source: European Rail Agency, Railway Safety Performance in the EU 2012 Source: European Rail Agency, Railway Safety Performance in the EU 2012

EUROPEAN RAILWAYS – OVERALL PERFORMANCE ON SAFETY

61%

4%

4% 3%

28% Passengers

Employees

Level Crossing Users

Unauthorized person

Other

8. Eurostat People killed in road accidents http://epp.eurostat.ec.europa.eu/tgm/table.do?tab=table&init=1&language=en&pcode=tsdtr420&plugin=1 9. European Rail Agency, Railway Safety Performance in the European Union 2012, Page 16 http://www.era.europa.eu/Document-Register/Documents/SafetyReport2012.pdf

34,500 people were killed in road accidents in the 27 member countries of the EU8. This compares to 1,385 fatalities on the EU rail network in the same year or putting it another way 25 times less. The railways are

constantly working to reduce this and in 2010, a total of 1,256 fatalities were reported on the rail network, a decrease of 10% from the previous year. Unfortunately the majority of fatalities on the EU rail network were unauthorized persons (more

The vast majority of transport accidents and deaths in the European Union (EU) occur on the road. The most recent fi gures for road fatalities available at time of writing show that in 2009, a total of

commonly known as trespassers). Level-crossing accidents account for 28% of fatalities, whereas passenger fatalities make up less than 5% (see charts below)9. UIC statistics illustrate the long-term decreasing trend in fatalities (see below).


10. European Rail Agency, Railway Safety Performance in the European Union 2012, Page 6 http://www.era.europa.eu/Document-Register/Documents/SafetyReport2012.pdf 11. ERA, Railway Safety Performance in the EU, http://www.era.europa.eu/Document-Register/Documents/Safety-Performance-Report-2011.pdf

REDUCING SUICIDES AND TRESPASS ON THE RAILWAY

The majority of fatalities on the EU railways are suicides; these are counted separately to other railway fatalities. According to the ERA

Railway companies accept a shared responsibility with public authorities and the road sector to tackle level crossing incidents, and railways take a strategic approach to reducing accidents and promoting safety at the road-rail interface.

The approach to level crossing safety can be summarized as the “Three E’s”: Engineering, Enforcement and Education. Engineering solutions include removing the crossing altogether (provided alternative traffi c routes can be found), improving traffi c signals, and improving the technical function of the crossing through for example installing automatic barriers. Visibility improvements are also important and measures include cutting foliage, suppressing signs, adding led lights on the barriers, or along the tracks, yellow painting or zebras on the ground, and installing speed bumps.

Billion PKm

197519700,0

0,5

1,0

1,5

2,0

1980 1985 1990 200520001995

Railway Passenger fatalities in Europe per billion PKm5 year average

Source: UIC Statistics

there were 2,743 suicides recorded on EU railways in 201010. To help address both suicides and problems of unauthorized persons UIC is coordinating the RESTRAIL project www.restrail.eu. Co-funded by the European Commission, RESTRAIL will provide the rail transport and

industry decision makers and other stakeholders with an analysis and identifi cation of cost effective prevention and mitigation measures. RESTRAIL will also assist railway companies to reduce the negative operational consequences of trespass and suicides on the network.

LEVEL CROSSINGS – WORKING WITH PARTNERS WORLDWIDE TO REDUCE FATALITIES

Accidents at level crossings (i.e. accidents at the road-rail interface) are recorded in railway statistics, although in fact the majority of these incidents are caused by road users and pedestrians. To put the fi gures into context, level-crossing fatalities represent 29% of railway-related fatalities, but a tiny 1.2% of all road fatalities in Europe11.


Act Safelyat Level Crossings

7 June 2012

ILCAD campaign

Fast speeding trains going through level crossings

HIGHLIGHT: ILCAD - INTERNATIONAL LEVEL CROSSING AWARENESS DAY

Running under the motto “Act safely at level crossings” the railway community, in conjunction with road sector organizations, the European Commission and the United Nations Economic Commission for Europe (UNECE), has established the ILCAD campaign to raise awareness among road users and pedestrians of the risks at level crossings and to change their behavior. More than 40 countries around the world were engaged in ILCAD 2011.

The next campaign is taking place on 7 June 2012 worldwide.

Please see www.ilcad.org for more information.

The International Level Crossing Awareness Day (ILCAD) is a yearly campaign aimed at making the road users and pedestrians aware of the dangers at and around level crossings. In the majority of cases accidents at level crossings are due to misuse by motorists and pedestrians, and education is therefore important, to highlight the risks and make people aware of the potential consequences if they do not follow the rules of the road.


RAIL COMPANY EXAMPLES

See below some examples of level crossing safety measures introduced by UIC members who have contributed to this report. It is important to stress that many other railway companies worldwide are active working to reduce accidents on or around level crossings as a top priority.

SŽDC (Czech infrastructure manager) Manages over 8,000 level crossings and strives to close those which are evidently not being used, or where there are two close together, allowing one to be closed without undue traffi c disruption. In 2010 a total of 115 railway crossings were closed and improved safety devices were installed at 70 railway crossings. In 2011 a further 73 crossings were closed.

SŽ (Slovenian Railways)Decreased the number of level crossings from 1,006 to 841 over 10 years, with the number of un-gated level crossings decreasing from 691 to 505.

Amtrak (U.S. train operator)Six level crossings will be removed on the Keystone Corridor route. This involves detailed work with local stakeholders to identify acceptable alternative traffi c routes. Has also created a hard-hitting fi lm called “Cheating Death” which features graphic security-camera footage and interviews with families affected by tragic deaths of their loved ones and has won four media industry awards.

ÖBB (Austrian Railways)Lights have been set in the roadway and variable message signs help increase drivers’ attention.

NRIC (Bulgarian infrastructure manager)By upgrading traffi c lights to add a white, slow, twinkling light which informs drivers that the automatic Level Crossing device is in good working condition and that there is no railway vehicle approaching.

PKP (Polish Railway Lines Company)The “Stop and Live” level crossing safety campaign uses simple, clear messages in a variety of media channels, to raise awareness and reduce accidents.


A4 Rail relieves roads and reduces congestion

Commuter railways play a key role in major cities around the world, and economic centers such as Tokyo, Mumbai, Moscow, Sao Paulo, Paris, and Buenos Aries (not to mention London, Berlin and many, many more) rely heavily on railways to bring people to work and back, avoiding putting cars on the road. The negative economic impact of congestion is well-known.

A study by the Texas Transport Institute concluded that the cost of congestion in the United States has risen from $24 billion in 1982 to $115 billion in 200912. A UK government review estimated that traffi c congestion may cost the UK economy up to 22 billion in lost time by 202513.

A5 Rail has macro-economic advantages for society

12. Texas Transportation Institute, Urban Mobility Report 2010 13. UK Department for Transport, the Eddington Transport Study, 2006 14. UITP, Media Backgrounder, Integrated Urban Mobility http://www.uitp.org/news/pics/pdf/MB_IntegratedUrbanMobility1.pdf based on the UITP Millennium Cities Database 15. Van Essen et al, “External Costs of Transport in Europe: Update Study for 2008”

As part of an integrated public transport system, railways reduce transport costs for individuals and households. In cities and metropolitan areas with a car-based economy, the amount spent out of the local GDP on mobility can be twice as high as in cities where the majority of trips are made by public transport, walking and cycling. For example, Singapore, Hong Kong

and Munich spend about 6% of their GDP on mobility, whereas Houston spends 14%, and that includes both the cost for the society and individual14.

Another way to measure the economic benefi ts of rail is to consider the concept of external costs. These are negative effects of transport such as accidents,

air pollution, climate change or congestion, which are not included in costs paid directly by transport users. A new study for UIC by a team of highly respected consultants quantifi ed these external costs of transport in the EU show that the road sector generates 93% of total external costs while rail’s part is just 2%15.


A6 Rail enhances sustainable integration of transport and mobility modes

A combination of transport mode choice is a crucial element of sustainable transport systems. It is not possible to solve the mobility and transport challenges with single-mode transport systems – intelligent choices are needed for both passenger and freight transport with regard to local, regional and long distance journeys, adapted for the local context. In freight shipments, for example, combined transport is the ideal solution to overcome competition between different carriers on the basis of cooperation and partnership – to the benefi t of all concerned. Combined transport refers to the transport of goods in a vehicle or in loading units (swap bodies, containers or semi-trailers), where the major part of the journey is done by rail, inland waterways Modalohr system manufactured by Lohr industrie and shown at InnoTrans, trade fair focused

on the rail transport industry, 23 September 2010, Berlin.

or sea, and any pre- and onward carriage is carried out by trucks. Consequently, combined transport is using the main strengths of each transport mode.

For passenger mobility, rail has always offered its services as a natural part of the entire journey as people have had to fi nd other means of transport at both ends of their rail journey (by e.g. walking, biking, using public transport or car-sharing to and from railway stations). High speed rail service combined with intercontinental fl ights is also a good example of how rail can substitute short distance fl ights within Europe and encourages co-modality. Please see section B5 for specifi c examples of co-modality in the passenger and freight sectors.


Section B: Meet the expectations of customersRail provides attractive mobility and transport solutions for customers

B1 Rail travel and commuting increases quality and productive time

Traveling by train gives passengers the chance to work, rest, sleep, read a book, or simply spend time with their family and friends. Many railways provide services and facilities to help passengers make the most of their train journey.

HIGHLIGHT – SOCIAL NETWORKING ON DUTCH RAILWAYS

People traveling by public transport in the Netherlands are, generally speaking, constantly communicating with their smartphones, MP-3 players, notebooks and tablets. The basic idea behind Social Coupé is that the train can be the meeting place for human contact, to discuss and share experiences of common interests. NS supports this idea since it contributes to more social cohesion and the well-being of its customers. On some of the main corridors a dedicated compartment (coupé) of the train will be available for this activity. Twitter and Facebook is used as a platform to make appointments and to be updated.

LEISURE JOURNEYS

In Romania some INER-REGIO trains on the CFR-Calatori network have in their composition saloon cars, half-compartment and compartment cars with six and four seats which offer passengers a pleasant trip in a group or with their families. In Switzerland, SBB will have renovated all 40 of its “Family Wagons” in the Intercity Double-Decker trains by the end of 2012. In Austria, ÖBB offers the “Timi Taurus” comic (www.timitaurus.at) and animated website for children, which aims to bring children closer to railways.


BUSINESS TRAVEL

For business travelers internet communication is vital and many railways around the world have introduced WiFi coverage.

HIGHLIGHT – USING RAIL TO ACCESS NATURE IN THE U.S. AND GERMANY

Amtrak has developed a partnership with the U.S. National Parks Service to provide guided commentary and information about National Parks through which the train is passing. Amtrak has also developed the “Parks in Your Backyard” website which promotes and facilitates rail-based tourism. http://amtraktoparks.com

In Germany, DB and the major German environmental associations have run the “Destination Nature” initiative since 2001, which combines sustainable tourism in protected areas with environmentally-friendly travel to and from destinations and local mobility for public transport. Information is available online at www.fahrtziel-natur.de.

Amtrak (U.S. train operator)The Amtrak Connect WiFi service is available on all Acela Express services in the North East corridor and is rolling it out in Washington State.

TCDD (Turkish Railways)Onboard Internet service is given in 3 of 12 coaches on TCDD main-line services.

East Coast and Virgin Trains (UK train operators)Both these UK long-distance train operators have introduce WiFi on their services.

Thalys (International train operator)The Thalys HSR that connects Paris, Brussels, Amsterdam and Cologne has installed high-speed WiFi.


NSB (Dutch train operator)Has introduced an online portal that shows information about network coverage along the line, as well as information on stations and about the journey.

ÖBB (Austrian Railways)All ÖBB RailJet trains should be equipped with WiFi by the end of 2012.

SŽ (Slovenian Railways)The ICS (InterCity Slovenia) train on the Ljubljana-Maribor route offers passengers the opportunity to use their laptops during the ride and provides them with daily news publications.


B2 Rail provides reliable mobility & transport

Similarly, in Belgium, SNCB and Infrabel launched a common action plan in order to improve punctuality. One of the key issues of this plan is to increase reliability of rolling stock. Four main actions were taken to do reach this goal: Enhancing the reliability of the existing fl eet, reinforcing the engineering capacity of the technical services, implementing LEAN-management principles in the workshops and Improving train repairs by better education and using diagnostic tools.

IMPROVING RELIABILITY PASSENGER INFORMATION

An important aspect of reliability is access to up-to-date information on any delays or incidents in railway traffi c, and the following list includes some examples of innovative approaches to providing this information.


SŽ (Slovenian Railways)Passengers can obtain journey information on the offi cial website, which can also be accessed with a Smartphone.

HZ (Croatian passenger operator)Recently opened a 24/7 Operating Centre, to provide consistent communication between staff, transport users and stakeholders and to plan alternative transport solutions in case of disruption.

JR East (Japanese railway)Uses various means e.g. telephone, webs, signs at stations, screens on trains, TV to provide information on train operation for customers, either when train operation is in a normal condition or when there is an incident.

National Rail Enquiries (UK rail information service)Offers many different ways to access real-time information on passengers’ rail journeys, including a real time journey rail journey planner accessible by Smartphone, SMS alerts for specifi c routes, and Twitter updates.

Reliability is one of the fundamental priorities of the rail service, and operators and infrastructure managers are working together to improve this aspect of the service. For example, in the U.S., passenger operator Amtrak and their host railroads (infrastructure managers) have developed a joint operating performance regime to improve on-time performance. The initiative fi rst defi ned what types of delay were attributable to which partner and then developed a hierarchy of actions to improve Operation, Maintenance and Capacity. Importantly, clear metrics and standards were agreed to measure progress.


All passenger railways in the European Union offer assistance to people with reduced mobility

B3 Rail improves access to mobility

Railways offer mobility to everyone, supporting the social equity component of sustainable development, but also help those who are less mobile. This section focuses on the ways in which railways worldwide offer assistance to passengers with reduced mobility. Today an increasing number of people choose to travel by rail even if they have a car and therefore rail services that are accessible to all offer access to employment, education and leisure services for the able-bodied as well as those who are not able to drive.

PASSENGER ASSISTANCE AND SUPPORT

For example in Switzerland, SBB provides an “Access to Mobility” information course for older passengers, to provide practical advice on using the rail network. The Portuguese passenger railway CP has developed the “SIM” (Integrated Mobility Service), a centralized telephone service aimed at helping passengers with mobility needs.

In Belgium, SNCB has introduced

mobile teams to provide assistance in stations where no or insuffi cient numbers of staff are available. In Spain, in 2009 Renfe and Adif extended the coverage of free customer care services to disabled persons, called Atendo, to more than 240 stations. During the year, assistance was provided on 235,571 occasions, an increase of over 100% compared to the previous year.

All passenger railways in the European Union offer assistance to people with reduced mobility. This assistance includes telephone numbers to book assistance at stations (this typically involves helping passengers with reduced mobility to get on and off trains safely, then helping them either change platforms or leave the station), and information on how to plan a rail journey using stations with step-free access. Many railways provide additional services.


HIGHLIGHT – PASSENGER ASSISTANCE IN ROMANIA

The Romanian passenger operator CFR-Calatori provides assistance for people with reduced mobility for both their international and domestic journeys. Assistance for domestic journeys for any station is provided at passenger request at least 48 hours before the trip starts. For international journeys, assistance requests are submitted by the CFR-Calatori call center to other railways for approval and confi rmation and are monitored carefully until the journey is completed.

ACCESSIBLE TRAINS

New rolling stock is equipped with features to make traveling easier for people particular mobility needs. For example in Norway, NSB has ordered 50 new vehicles which embody the concept of universal design – technically viable, functional, comfortable and safe, plus design for passengers with reduced mobility, such as low fl oor entrances, wheelchair spaces, induction loops, tactile systems and the use of Braille.

In Croatia, HZ is placing into service low-level vehicles in suburban and regional passenger services, and is altering heights at existing platforms to be 550mm level. In Belgium, passenger operator SNCB has ordered 76 double-deck carriages over the past few years with lowered access doors and increased space. SNCB will also ensure the fl oor height of its new trains corresponds to the height of the standard platforms, to make it easier to get on and off trains.

ACCESSIBLE STATIONS – CASE STUDIES

A fundamental part of making railways more accessible is making stations more accessible. Railways worldwide are working to upgrade existing stations to meet mobility requirements, and new stations are built with modern building codes for accessibility. This section contains a selection of examples.



ÖBB (Austrian Railways)ÖBB has a “Barrier Free Access” initiative, led by a dedicated coordinator, which will deliver barrier-free access to all stations with a frequency of at least 2,000 passengers per day by 2015.

Infrabel (Belgian infrastructure manager)The railway sector is committed to implementing modifi cations to station buildings. All must be made accessible for those with limited mobility by 2028. The 52 station buildings with 60% of the traveling public must be accessible by 2012.

SŽ (Slovenian Railways)Pedestrian subways (underpasses) nationwide have been equipped with handrails and Braillle signs, and staircases have been equipped with tactile pavings (strips) for visually-impaired persons. Railway stations nationwide are being equipped with automatic sliding doors, which provide unobstructed access to ticket offi ces, public toilets and traffi c information centers, and later on, platforms.

SŽDC (Czech infrastructure manager)Ensures that all new and reconstructed platforms have at least one barrier-free way, allowing access to trains for persons of reduced mobility, and has installed light signaling and also remote sound signaling at 62 points to guide sightless persons safely across points where the railway line crosses the path of pedestrians.

JR East (Japanese railway)In accordance with the Japanese Barrier-Free law, JR East has been installing elevators at stations serving more than 3,000 passengers a day, and has installed additional escalators at stations without a legal requirement. As of March 31 2011, JR East had completed installations at 469 stations. Currently, about 80% of stations at which elevators are required are barrier-free.

Indian RailwaysIndian Railways is implementing an ambitious program to improve accessibility for disabled passengers at over 1,500 strategically chosen stations.

ADIF (Spanish infrastructure manager)More than 41 million euros have been invested in making the network more accessible. Some 89% of passengers use ADIF stations adapted to people with reduced mobility. Likewise, the Dialoga Service, aimed at the deaf and at people with hearing impairment, has been introduced.

Amtrak (U.S. train operator)Amtrak is making changes to hundreds of stations to allow access for passengers of reduced mobility, both in the exterior and interior (e.g. passenger lifts to platforms at 193 stations). This is a complex exercise because many stations in the U.S. are historically important and protected.

NRIC (Bulgarian infrastructure manager)NRIC has renovated lifts and elevators in many stations between 2008 and 2009 to improve accessibility. For the reconstruction of the Plovdiv-Svilengrad line, in accordance with EU requirements for people with reduced mobility, NRIC provided a number of measures including inclined ramps for safe access to the stations and platforms, tactile fl oors in stations and platforms and new lifts, plus the general reconstruction of several stations.


B4 Rail reduces the environmental footprint of its customers

REWARDING ENVIRONMENTAL CHOICES

Many railways are adopting innovative ways to reward customers for making a “greener” travel choice. In Italy, for each journey by FS - Trenitalia, fi delity card holders are rewarded with green points calculated on the basis of CO2 emissions saved compared to other modes of transport. Green points are added to normal points that can be used to obtain free fi delity tickets or rewards from a catalogue.

In the U.S., Amtrak runs a fi delity scheme called “Guest Rewards”, which also allows participants to redeem points for independently verifi ed carbon offset projects (the Amtrak CarbonFund initiative). In Germany, DB offers passenger and freight customers CO2-free journeys under the programs Umwelt-Plus and Eco-Plus. DB buys renewable energy specifi cally for this purpose and uses at least 10% of revenues from CO2-free products to help build new plants to generate renewable energy.

PROVIDING ENVIRONMENTAL INFORMATION

Many passenger railway operators (for example in Switzerland, France, Germany, Austria, Portugal and Romania) provide environmental comparison information on their website.

The UIC EcoPassenger website provides potential travelers with an environmental footprint calculation for international rail journeys in Europe (www.ecopassenger.org). The EcoTransIT system provides freight operators with a worldwide multi-modal logistics planning tool that also offers environmental comparisons (www.ecotransit.org)

Environmental information is often also provided through more traditional means. In Italy, FS - Trenitalia prints a comparison of average CO2 emitted for the same journey by train, car and plane on its long-distance tickets. In Austria, ÖBB provides CO2 comparison data on passenger tickets and also on freight delivery notes.

ENVIRONMENT INFORMATION CASE STUDY – FINLAND

A good example of environmental communications comes from Finland, where the transport agency VR published in 2007 a list of 12 environmental promises, including for example a pledge to reduce CO2 by 50% by 2012. This public commitment is at the heart of VR’s communications strategy, which aims to strongly promote the green credentials of the organization. For VR this is much more than a logo change – it requires visible and concrete actions.


B5 Rail is the backbone of attractive and sustainable door-to-door and mobility concepts

In the Netherlands there is one smart card for all modes of public transportation allowing complete interoperability throughout the country. Train operator NS offers pre-and-post transport services such as bikes, e-bikes, e-scooters and even e-cars. Access is also made easy by using the smart card.

Amtrak has a Codeshare with Continental Airlines for journeys from Newark Airport to Philadelphia. Passengers make this train journey using their air ticket, rather than fl ying.

Romania has created an integrated system in Bucharest, where passengers can travel using a single ticket for all means of transport (train, metro, bus & tram).

In Lisbon, contactless ticketing integrates all modes. All operators sell tickets and provide Customer Support for passengers. Season passes can be bought from any ATM in Portugal.

In France, SNCF, Orange, PSA and Total created a new fund, Ecomobility Ventures. This is the fi rst European investment fund dedicated to sustainable mobility, with 30 million euros at fi rst.

In Belgium, SNCB and Cambio, (a Car Sharing provide) offer car sharing services at 18 stations, with another 15 locations near stations.

In Italy, FS Trenitalia and Maggiore (a car Rental Company) offer long-distance rail travelers to Rome and Milan electric car rental vehicle rentals, with integrated ticketing & free parking.

The railway sector is taking a lead in offering door-to-door options for customers, providing an alternative to the convenience of the car.

PASSENGER EXAMPLES – CO MODALITY

In the UK, bus and train operators have developed PLUSBUS, Europe’s only nationwide bus-rail ticketing scheme developed entirely by private sector operators with no government subsidy.

SNCB provides over 70,000 cycle parking spaces at stations and partners with FIETSenWERK, a social enterprise, to maintain bicycle storage areas, remove abandoned bikes, and provide repair and rental services, at 40 stations in Belgium.

Switzerland offers an integrated and synchronized timetable for the whole public transport system. Buses are timed to meet train timetables and it is possible to buy train tickets on the bus.

Attica Group in Greece provides seamless rail - ferry services through fast bus transfer from ports to the nearest train station; integrated timetables and ticketing.

In Madrid, Renfe allows clients to transport bicycles, at all times, in all the commuter services for free. Most of the trains have a special railcar with the fl oor adapted to the platforms to make it easier to transport bikes.

RAILWAY STATION


FREIGHT EXAMPLES OF CO-MODALITY

Studies are ongoing to restart semi-trailer transport between Turkey and central Europe. In Bulgaria, NRIC has developed a Ro-La terminal at Dragoman (Ro-La is a combined transport system to transport trucks and cars by rail), and is building another at Svilengrad, to provide railway access for trucks and cars to Bulgaria and the EU.

In France, in 2010, traffi c doubled on the Luxembourg-Perpignan rail motorway. SNCF has set a goal to attract 74,000 semi-trailers to the

Alpine RailMotorway each year and to create a European network of rail motorways stretching to Spain and England, and connecting through Marseille to the Motorways of the Sea. In Sweden, Trafi kverket is working with Norway, Denmark, Germany and the Netherlands to implement a Green Corrridor from Oslo to Rotterdam. This promotes sustainable logistics and partnerships on a particular freight corridor.

Freight by rail is growing especially in combined transport and commodities. Between 1988 and 2008 international combined transport increased by 215% worldwide. Freight operators are constantly looking for ways to streamline the movement of goods between transport modes. For example in Turkey, TCDD and partners have combined train-ferry freight transport between Samsun (Turkey) and Kavkaz (Russia), and also a demonstration train between Wels (Austria) and Halkali (Turkey).

There are some further highlights of co-modality with environmental benefi ts in the links between the maritime and rail sectors. For example, with coordination by Swedish transport authority Trafi kverket, the port of Gothenburg has achieved a 50% market share for rail. In Greece, Attica Group has developed technical solutions for direct loading and unloading from trains to vessels; integrated schedules, and cooperation on legal, pricing and cross-border issues.


B6 Rail involves its customers in developing target-group specifi c services


JR East (Japanese railway)Customer Feedback: In 2010, JR East received about 500,000 customer comments. All of these comments are quickly treated and analyzed on a companywide basis in order to improve its service quality. Annually, JR East conducts an annual customer satisfaction survey to gain an understanding of how customers evaluate its services that it cannot get simply through customer feedback and to check levels of customer satisfaction.

CFR-Calatori (Romanian passenger operator)Ticketing and Fares: Innovative ticketing and fares options have been created following requests from passengers, including tickets valid for one calendar month that allow 5, 10 or 15 round trips of your choice, and a round trip ticket for students sold online.

SNCB (Belgian passenger operator)Corporate Tickets: A number of initiatives have been provided to make it easier for companies to provide rail tickets for their employees. These include an internet service to allow employers to buy tickets and print them for his or her employees or customers.

HZ (Croatian passenger operator)Subsidized Travel: To support passengers on restricted budgets, such as students, passenger operator HZ has agreed over 130 contracts with counties, cities, and municipalities for subsidized travel. These bodies decide the level of subsidy and to whom it should be targeted.

CP (Portuguese passenger operator)Cyclists Vote: The Portuguese bicycle federation was to ask members to vote for the rail stations in which to build additional cycle parking via the federation website. Following this, CP arranged bicycle parks in 23 additional stations selected by voters.

Railways around the world are in constant touch with customers to develop new services and products. A selection of highlights is presented in this section.


HIGHLIGHT: THE SLOVENIAN “SPA TRAIN”

When organizing public relations campaigns and promotional activities, the Slovenian Railway SŽ cooperates with parties such as local communities, institutions, tourist agencies, health resorts, companies, as well as other railway administrations and providers of public transport services. A good example of such practice is the “Spa Train”, which connects the Slovenian capital Ljubljana with two known health resorts or Spas – the Laško Wellness Park and the Olimia Thermal Spa – both located in the vicinity of Laško and Olimia railway stations, respectively. In cooperation with the SPAs, SŽ prepared a special offer which grants SPA train passengers discounts at these health resorts.

HIGHLIGHT: SPAIN – THE NATURE TRAIN

The Nature Train is an environmental education program carried out in partnership with the Environment Department of Madrid Region and the commuter services department of Renfe. By taking the Nature Train you can visit the countryside that lies only a few kilometers outside Madrid. This enables people to learn about and study the Madrid Mountains not only as onlookers, but also to experience the mountains personally. Every year more than 2,300 people take part in the program.

The Nature Train, Madrid. Photo courtesy of Renfe

Hotel Wellnesspark Lasko


Section C: Governance and Responsibility

Railway companies sustain the mobility

and transport business through responsible

leadership

C1 Rail companies are committed to sustainability and sound corporate governance as a matter of course and to create sustainable value for their stakeholders

The railways in many countries have a unique place in society. Many either are, or were state-owned organizations, and as such have a long reputation of being responsible and sustainable actors in society. Modern rail companies are constantly in the public eye as large employers and providers of large scale mobility services for the public. Sustainability and sound corporate governance are fundamental values for the railway sector.

Modern rail companies are constantly in the public eye as large employers and providers of large

scale mobility services for the public

1 China – CR 2 042

2 India – IR 1 386

3 Russian Federation – RZD 1 031

4 Germany – DB AG 240

5 France – SNCF 156

6 Japan – Japan Railways 129

7 Poland – PKP 113

8 Kazakhstan – KTZ 93

9 Italy – FS SpA 87

10 Belarus – BC 77

BIGGEST RAILWAY EMPLOYERS, 2009 (THOUSAND)

Source: UIC Statistics


C2 Rail companies are committed to being responsible and attractive employers

Railways are often very large employers, offering stable employment in a vast array of different professional fi elds, including construction, engineering, ticketing, customer facing roles, maintenance and many more. Chinese Railways is largest employer with over 2 million staff16 (see table) while Indian Railways and its approximately 1.36 million employees17, is the eighth largest employer in the world18.


16. UIC statistics 17. UIC statistics 18. The Economist Online, “Who are the world’ biggest employers”, Sept 12 2011 http://www.economist.com/blogs/dailychart/2011/09/employment?fsrc=scn/tw/te/dc/defending

DB (German Railways)2010 offered young people the choice of 25 professions requiring vocational training. Prospects for trainees are good; currently over 94 percent are hired at DB once they fi nish training.

Amtrak (U.S. passenger operator)The Amtrak Associate Program develops high-potential entry-level employees by providing skills and experiences to prepare them for leadership positions, in both business and technical management. At the conclusion associates are prepared to accept a fi eld supervisory role in one of the operating divisions.

NRIC (Bulgarian infrastructure manager)Has developed a policy to attract young people based on three Programs: Young Specialists, aiming to attract young graduate specialists; Trainees Program for students from transport universities and a Scholarship Program – targeting fi nal-year students from transport universities with good grades..

JBV (Norwegian infrastructure manager)Offers an apprenticeship program for young students with two years of relevant schooling followed by 2 to 2.5 years of further training. Set up with the Norwegian railway industry, this introduces around 80-100 young people into the sector each year.

HZ (Croatian passenger operator)Offers an employment program for people leaving secondary education, with training in operational roles such as conductors and ticket offi ce staff.

SBB (Swiss Railways)Have provided training contracts to around 1,200 apprentices enrolled on the “login” training association. This makes SBB the association’s largest provider of apprenticeships. SBB also has a comprehensive graduate recruitment and training program from talent identifi cation to professional and personal development programs.

ATTRACTING NEW TALENT

Railways have extensive programs to both attract new staff, particularly young people. This section presents some examples of these schemes.


EQUAL OPPORTUNITY AND DIVERSITY POLICIES

fi elds. In addition, SNCF draws on the skills of over 5,000 workers with disabilities, and have a target that 500 persons with disabilities will be employed between 2012 and 2015.

In the Netherlands, NS, as part of its HR-strategy, has a specifi c program of activities to improve diversity among the labor force, for example people with a handicap or people with a non-western cultural background. This also implies the recruitment and integration of women into roles that are traditionally fi lled by men. The program is running in close co-operation with other local companies and dedicated diversity organizations.

Railway customers are themselves varied and diverse and railways need a work force that refl ects this diversity. Many railway companies have progressive policies to promote equal opportunities. For example, over the past six years, SNCF has organized some 30 job fairs in disadvantaged areas, and a special SNCF Equal Opportunity Train has toured France four times. Aboard the train, applicants can talk with recruiting specialists, attend issue-specifi c presentations and consider job offers from partner businesses. In 2011, SNCF will offer more than 1,000 permanent positions and 200 work-study contracts in some 40

SUPPORTING STAFF – SUCCESS WITHOUT STRESS

Recognizing the hard work and sometimes stressful environment of the railway business, many companies are supporting their staff to cope more effectively with the pressures of work. For example in Slovenia, railway company SZ offers “psychosocial support“ – counseling for employees from various types of work offi ces, including disabled employees, which aims to help solve personal or work-related problems, and thus create a positive work environment while improving both fl exibility and effi ciency.

In Austria, employees of all ÖBB Group companies are involved in the “Promotion of Corporate Health” activities which aim to anchor health

awareness among the workforce. Initiatives include health promotion weeks, stress management, movement coaching, running training and many more. In Switzerland, SBB maintains a countrywide network of advice centers for employees who need support because of problems at home or at work. Around 1,350 employees made use of SBB’s social counseling service in 2010. A similar initiative is underway in three pilot regions in France, where SNCF in 2011 tested new solutions for offering social support, recognizing employees, reducing worker fatigue and enhancing the work environment.


DEVELOPING AND REWARDING STAFF

Many railways provide excellent training and staff development programs

to establish skills training centers at various workplaces (104 centers are planned to be in place by the end of 2014).

In Bulgaria, infrastructure manager NRIC has developed, in partnership with its staff, a program for staff retention, focused on evaluation and education. Employees whose performance is evaluated as “Excellent” are awarded a bonus package or a promotion if a vacant position is available. Education is encouraged, and monthly scholarships are available for a selected number of NRIC employees studying for a certain university degree in the railway transport

area. In Germany, DB offers lifelong learning initiatives with training opportunities for all age groups as well as a wide range of development opportunities in over 300 job profi les within the DB Group.

In the Netherlands, the operator NS has realized that its energy effi cient driver training program (see section A2) has had a positive side effect for professional development, in that the professional skills of the train driver are recognized as a contributing factor for success. It is in this case the driver, and not the machine, that makes the difference. This is a positive link between social and environmental aspects of sustainability.

Railway staff tend to stay in the business for a long time, enjoying rewarding careers in a variety of roles. Many railways provide excellent training and staff development programs, which encourage staff retention and improve business performance. For example, JR East established a Technical Academy to motivate young staff to develop their technical skills and to play leading roles in the future. About 30 staff are selected from various workplaces and spend a year at the HQs to study their relevant technologies. Also, in order for the veteran staff to smoothly pass on their techniques, knowledge and skills to the staff of the next generation, JR East intends


C3 Rail companies maintain high levels of safety and security by comprehensive management

This section highlights some examples of management procedures designed to implement Safe and Secure train operation. This complements section A3, which introduced the topic of safety in general terms. There are occasionally interactions between the topics of Safety and Security – for example the RESTRAIL project introduced in section A3 deals with trespassing, which is both an issue of security and safety.

SAFETY MANAGEMENT – CASE STUDY FROM JAPAN

Almost every 5 years since its foundation, JR East has made mid-term safety plans. There are 4 pillars to the JR East approach:

1. Creating safety cultures

2. Taking concrete steps toward risk reduction

3. Rebuilding its safety management systems

4. Promoting priority improvement plans for safety equipment

Almost half of JR East’s annual capital investment is used for safety, but investment alone cannot reduce the number of accidents. Staff action, passenger awareness and people’s awareness of safety are also crucial for reducing the accidents.

By training in the training center, on-the-job training or by distributing information, JR East can share this plan with its staff and can motivate them toward the objectives. The results are clear: the number of train accidents and accidents at railway crossings decreased to 38 in 2011 from 184 in 1989.

SECURITY – CASE STUDY OF HAZARDOUS WASTE MANAGEMENT IN GERMANY

In Germany, the law has recognized that transport by rail is safer and more secure than by road. Since 1970, hazardous materials above certain quantities have always been transported by rail or inland waterway due to the reduced risk of accidents.

Over 50 million metric tons of hazardous materials are transported on the DB rail network each year. The rate of accidents is extremely low given this volume.

Offi cial statistics on accidents in the transport of water pollutants underscores rail’s high safety standard: rail transport was involved in only two percent of accidents on average over the past 15 years. In contrast, road transport was involved in 90 percent of accidents.


C4 Rail companies apply precautionary approaches to environmental challenges and support initiatives, projects and new technologies for further improved environmental performance

Railways all over the world are constantly working on research topics and many have their own dedicated research centers. Many of these are applied to the technical problems for railways and sustainable development, and a selection is presented below.

PRECAUTIONARY APPROACH: CLIMATE CHANGE ADAPTATION

Railways are subject to the effects of the weather and are built to withstand natural hazards. Due to climate change the observed extreme weather of today could become the “normal” weather of tomorrow, and railways need to adapt to these new conditions.

The UIC project ARISCC (Adaptation of Railway Infrastructure to Climate Change) found a number of good practice examples in managing weather and climate related natural hazards, such as such as fl ooding, severe storms, landslides, rock fall and avalanches, and produced guidance on how to integrate long-term climate forecasts into these activities. See http://ariscc.org

A more detailed project in the UK, led by infrastructure manager Network Rail is the TRaCCA (Adapting to extreme climate change) initiative, that provides information on the likely effects of the climate on performance and safety of both infrastructure and rolling stock. It will enable a prediction of likely asset and system behavior for the next 50 years and facilitate planning for a cost-effective weatherproofi ng program19.

19. See http://www.rssb.co.uk/RESEARCH/Lists/DispForm_Custom.aspx?ID=88820. http://www.railway-procurement.org/default.htm

INITIATIVES, PROJECTS AND NEW TECHNOLOGIES: RESEARCH IN THE RAILWAY SECTOR

Railway companies and industry suppliers (rolling stock manufacturers, signaling companies and many more) are constantly researching new products and services. Rail Research is coordinated and supported at global level by the IRRB (International Railway Research Board). See http://www.railway-research.org

In Japan, the reduction of environmental impacts is one of the themes of the East Japan Railway Company’s research program. Recent projects have included Development of Catenary and Battery-powered Hybrid Railcar System and Energy Creation and Conservation Technologies for Stations. See http://www.jreast.co.jp/e/development/theme

In Europe, many rail research projects are co-fi nanced by the rail sector and the European Commission. Recently projects have included RailEnergy (www.railenergy.org) which provided options for reducing energy consumption in railways. Another highlight was a series of research projects to develop environmental guidance for rolling stock procurement20.


21. Attica Group is the parent company of the Superfast Ferries fl eet and the Blue Star Ferries fl eet. The group’s ships operate in domestic and international waters, offering connections between Greece and Italy in the Adriatic Sea and between mainland Greece and the Cycladic, Dodecanese Islands and Crete. 22. Other UIC members that are signatories to the UN Global Compact include the Korea Railroad Corporation, Renfe, DB, SNCF. The UIC itself is also a signatory.

C5 Rail companies support and respect internationally accepted ethical standards, also in their supply chains and will work against corruption in all its forms, including extortion and bribery

Railways promote ethical business through their own activities and through their supply chains. A good example is the Attica Group, in Greece21. Attica Group is a UIC member, and signatory to the UIC Declaration on Sustainable Mobility and Transport. The Group is also a signatory to the United Nations Global Compact which sets out 10 principles in the fi elds of human rights, labor, environment, and business activity22.

Moreover, the Attica Group’s Internal Code of Business Conduct and Ethics requires all employees to acknowledge, accept and support Global Compact principles, ensuring they are embedded in the company’s operations.

On the supply chain side, a leading example comes from France where, since 2008, a dedicated Responsible

Purchasing unit in the Purchasing Division has worked with SNCF’s 1,000 buyers, making them more mindful of environment and social concerns when issuing contracts and invitations to tender. A particular focus has been on hiring the disabled and the long-term unemployed when. In 2010 socially responsible purchasing totaled €21 million – more than 600 full-time equivalents,

and triple the amount for 2008. In Spain, Adif launched in 2010 a “Responsible Purchasing” project to strengthen the implementation of social and environmental criteria in their contracting process. Similar initiatives are underway in Germany, Netherlands, UK, Switzerland and many other railways around the world.


C6 Rail companies maintain dialogue with their stakeholders and report transparently about their sustainability performance

STAKEHOLDER ENGAGEMENT

There are many examples of railway companies keeping in close and regular dialogue with stakeholders. Some highlights are presented below.


This is the eighteenth and fi nal commitment in the UIC Declaration on Sustainable Mobility and Transport, and as such offers a logical point to conclude this brochure. This section will highlight some examples of stakeholder dialogue, and comment briefl y on the ways in which railway companies produce sustainability or environmental reports. The section, and this brochure, concludes with some thoughts on UIC’s role in reporting on the sustainability performance of the rail sector at global level.

FS – Trenitalia (Italian Railways)FS has led an innovative project on community engagement at stations. It has established Help Centers offering help to vulnerable people such as drug addicts and homeless people who gather in stations. In 2009 the principal Help Centers performed about 136,500 assistance interventions, or around 380 per day. Support includes admittance into specialized centers, therapeutic communities, and social cooperatives for work.

SBB (Swiss Railways)SBB introduced sustainability, environmental and disability stakeholder committees, a general customer advisory board, plus a qualitative and quantitative opinion survey with a focus on environmental activities. A specifi c initiative on new rolling stock procurement involved more than 200 stakeholders to provide comments on the internal design of the vehicles and generated more than 1000 comments.

Amtrak (U.S. train operator)Amtrak’s Customer Advisory Committee has been in place since 1997 – and a representative sample of passengers meets with senior management several times per year. A broad range of issues are discussed and put to

sub-committees, including safety, services, and travel for passengers with reduced mobility. The Advisory Committee has created many initiatives including training for staff to understand the needs of disabled customers, and a Healthy Options catering initiative.

Infrabel (Belgian infrastructure manager)Infrabel handles residents’ questions in a proactive way by holding information sessions where residents can meet and ask questions of engineers and authority representatives, and fi nd more information about ongoing and future works on the railway. Residents’ questions are also handled in a reactive way through a contact center, accessible 7/7, 24/24, by phone or by e-mail.


SUSTAINABILITY REPORTING AT THE COMPANY LEVEL

Railway companies provide environmental and/or sustainability reports for their customers and stakeholders. There are broadly speaking three different approaches. Some railways produce integrated sustainability and corporate reports using the latest state-of-the art GRI (Global Reporting Initiative) guidelines and indicators. Others include environment or sustainability as a chapter within the more general Corporate Annual Report, while a third approach is to produce a stand-alone environmental report. To support and promote good practice in sustainability reporting at company level, UIC has developed a set of sustainability indicators based on the commitments in the UIC Sustainability Declaration.

CONCLUSION: REPORTING AT SECTOR LEVEL AND THE ROLE OF UIC

As noted in the Introduction, there has been a long history of engagement at international level on sustainable development issues. However this is the fi rst time that UIC has attempted to report about the sustainability performance of the rail sector as a whole. We have focused on examples submitted by many of the 50 members that have signed the UIC Declaration on Sustainable Mobility and Transport, in order to highlight their achievements.

We aim to produce the next UIC Sustainability Brochure in 2014, which will have certain improvements. We will aim to generate more submissions and examples from our members to get a greater variety of examples. We also hope to include more quantitative data to complement the more quantitative examples in this version. Comments and suggestions for improvement are welcome; please contact our Sustainability Unit at: [email protected]


RAILWAYS AND SUSTAINABLE DEVELOPMENT: A GLOBAL PERSPECTIVE

Copyright deposit: May 2012

ISBN: 978-2-7461-2086-0

www.uic.org

INTERNATIONAL UNION OF RAILWAYS (UIC)

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May 2012