A contribution to the development of railways
ERFA enjoys a close working relationship with the European Railway Agency (ERA), whose main tasks are to enhance interoperability and establish a common approach to safety for the whole of Europe’s railway network. ERA regularly consults with representatives of the rail sector organisations, who provide technical expertise on regulatory changes and recommendations.
ERFA actively participates in a range of formal platforms, which bring together actors from across the rail sector, to coordinate the sector’s input and support the regulatory process.
ERFA is a member of the following joint sector platforms:
|GRB - Group of Representative Bodies||The Group of Representative Bodies (GRB) is a grouping of railway associations in Europe with the role of supporting, in a transverse way, the rail sector’s input to the European Railway Agency (ERA) work programme and its effect on safety and interoperability.
The focus of the GRB work is on:
|JSG – Joint Sector Group||The JSG (Joint Sector Group) is a working body installed after the Viareggio accident in September 2009 by the associations CER, ERFA and UIP. It provides common solutions for the rail freight sector business, i.e. expertise on freight wagon safety, maintenance and procedural issues, and strives for agreements of the results with the European Commission, the ERA and the NSA (National Safety Authorities). The JSG approach only treats issues that should be most favourably solved in a joint sector-wide way and that are treated at no other place in the existing framework.|
|JNS – Joint Network Secreatriat||The JNS (Joint Network Secretariat) was established in 2012 for the NSA and NRB Network (Network of Representative Bodies) supporting the European Railway Agency to identify issues and organise the exchange of opinions and solutions within and between the networks.
The main objectives are:
|ECM – Entity in Charge of Maintenance||The Railway Safety Directive 2004/49/EC (amended by Directive 2008/110/EC) requires that each vehicle shall have an Entity in Charge of Maintenance (ECM) assigned to it. In addition, this ECM shall be registered in a National Vehicle Register (NVR) according to Decision 2007/756/EC of 9th November 2007 (Directive 2001/16/EC amended by Directive 2004/50/EC, now art. 33 of Directive 2008/57/EC). As far as ECMs for freight wagons are concerned they must be certified according EU/445/2011 (“ECM-Regulation”).
The NVRs are not working in an equally operationally useable / accessible way throughout Europe and thus are not able today at a European, cross border level, to support the RUs in order to meet their obligations under the Safety Directive efficiently. The Joint Sector Group together with the European Railway Agency developed a solution to cover the information gap between RUs and ECMs: “Guidelines for the Keeper’s ECM Declaration”. ERFA strongly recommends to ALL its members concerned to issue their Keeper’s ECM Declaration.
Keepers ECM Declaration Implementation Guide
|GCU - General Contract of Use||The GCU entered into force on 1st July 2006. It provides contractual provisions between RUs and Keepers which apply between the more than 600 signatories if no bilateral contracts exist and freight wagons are transferred by Keepers to RUs and transferred or received between RUs in a transport chain. The GCU contract, its amendments, the list of signatories as well as the membership situation can be consulted on the website of the GCU Bureau. Since October 2010, the GCU website also hosts an operational and publicly accessible wagon database, in which more than 600.000 wagons allocated to the contractual parties of the GCU are registered.
ERFA is one of the three founding members of the GCU and is represented with two experts and a rapporteur in the GCU Joint Committee. Further information: www.gcubureau.org/index.php
ERFA GCU Presentation
ERFA presents at the annual meeting of European rail regulators plenary on the needs of rail customers.
A competitive environment is key to fostering the right conditions to meet customer needs.
Healthy competition does not exist in most Member States. Dominant position of state incumbents undermines customer choice, quality, cost and innovation of services.
Infrastructure managers have limited incentives to create the right conditions to ensure competitive services, which in turn feeds bad quality and high prices.
Rail regulators should use their role in the market to foster a competitive environment, root out basic competition problems and support the end goal of modal shift.
Infrastructure Managers must strengthen their support for international services.
Rail freight companies set out their priorities following the Rastatt disaster:
- Infrastructure managers must take responsibility for developing one standard infrastructure if rail is to be competitive with road.
- Rail companies who have to adapt to different operational rules, signalling systems, language requirements, train parameters can never deliver a competitive offer.
- Full liability for the financial damages caused by Rastatt must also be settled by DB Netz in the short term. The lost customer confidence in rail as a reliable partner in the supply chain must be regained.