EUROOPAN YHTEISÖJEN KOMISSIO 
Bryssel, 04.10.1995 
KOM(95) 450 lopull. 
KOMISSION KERTOMUS 
KULJETUSALAN TUTKIMUKSEN JA TEKNOLOGISEN 
KEHITYKSEN ERITYISOHJELMAN (EURET) LOPPUARVIOINTI 
LOPPUKERTOMUS 

CONTENTS 
Evaluation report of the Commission concerning the specific programme for research 
and technological development in the field of transport p. 3 
Executive summary p. 6 
Evaluation report of Evaluation Committee: 
1. Introduction p. 9 
2 Air transport p. 13 
3 Rail transport p. 19 
4 Maritime transport p. 23 
5 Multi-modal transport p. 32 
6 Concerted actions p. 35 
7 Conclusions p.37 
8 Recommendations p. 39 
Commission arviointikertomus kuljetusalan tutkimuksen ja teknologisen 
kehittämisen erityisohjelmasta 
Arviointi suoritettiin 21 päivänä joulukuuta 1990 tehdyn neuvoston päätöksen, jossa hyväksyttiin 
kuljetusalan tutkimuksen ja teknologisen kehittämisen erityisohjelma (EURET) (91/11/ETY), 4 
artiklan 2 kohdan mukaisesti ja yhteisöjen tutkimuksen ja teknologisen kehittämistyön toisesta 
puiteohjelmasta (1987-1991) tehdyn neuvoston päätöksen 2 artiklan 2 kohdan mukaisesti 
(87/516/Euratom, ETY). 
Arvion suorittivat kuukauden aikana vuoden 1995 alussa viidestä ulkopuolisesta ja itsenäisestä 
asiantuntijasta ja yhdestä kertomuksen laatijasta muodostuva komitea, jonka komissio oli 
nimennyt. 
Kertomus on yleisesti katsoen hyvin myönteinen. 
Komission EURET-ohjelman yhteydessä soveltamaa lähestymistapaa eli tapaa "rajoittaa rahoitus 
joukkoon tarkasti valittuja erityishankkeita" arvioijat pitivät onnistuneena strategiana. 
Arvioijat pitivät tärkeänä sitä, että aihepiirien ja sopimuspuolten valinta ovat mahdollistaneet 
onnistumisen EURET-erityisohjelmasta tehdyssä neuvoston päätöksessä tarkoitettuihin 
tutkimustavoitteisiin nähden. 
Yleisiä huomioita 
Asiantuntijaryhmä korosti pääasiassa "tulosten todentamisen, esittelijöiden hankkimisen ja 
kokeiluvälineistöjen toteuttamisen merkitystä". 
Tarve "jatkaa ja laajentaa yhteistyötä muiden järjestöjen kanssa, kuten EUROCONTROL ja 
Euroopan rautatieyhteisö, hyväksyttiin myös selkeästi. 
EURET-ohjelman vaikutusta Euroopan unionin taloudellisen ja sosiaalisen koheesion kannalta, 
jota ei kuitenkaan käsitellä suorasti arviointikertomuksessa, voidaan pitää myönteisenä siitä 
seuraavien lisähyötyjen vuoksi. 
Eräs neljänteen puite-ohjelmaan kuuluvan kuljetusta koskevan uuden T&K-ohjelman 
merkittävimmistä seikoista on Euroopan laajuisten verkkojen vaikutusten arvioiminen. Erityisen 
tärkeänä pidetään muun muassa yhteisön syrjäisille alueille pääsyyn liittyviä kuljetusongelmia 
ratkaisevien järjestelmien kehittämistä. Molemmat tutkimuksen avainalueet edistävät merkittävästi 
yhteisön taloudellista ja sosiaalista koheesiota. 
Lopuksi voidaan todeta, että suurin osa suosituksista on jo otettu tai otetaan huomioon 
laadittaessa ja toteutettaessa kuljetusta koskevaa kyseistä uutta T&K-ohjelmaa. 
On myös tärkeää huomata, että vaikka arviointiryhmä ei olekaan suoranaisesti arvioinut 
komission noudattamaa hallintatapaa EURET-ohjelman osalta, kyseistä seikkaa arvioitiin melko 
yksityiskohtaisesti puolivälin kertomuksessa. 
Suosituksissa korostettiin tarvetta "sisällyttää kaikkiin tulevaisuudessa käytettäviin 
valintamenettelyihin yhdeksi perusteeksi kokemus kansainvälisten hankkeiden johtamisesta" ja 
tarvetta "varmistaa se, että aikaisemmin toisistaan erillään toimivien yksiköiden välistä 
yhteistyötä parannetaan." 
Kaikki edellä mainittu on otettu huomioon laadittaessa neljättä T&K-puiteohjelmaa. 
Lisäksi komissio on liittänyt ohjelmien hallintokomitean aktiivisesti osalliseksi kuljetusta 
koskevan uuden T&K-ohjelman kaikkiin vaiheisiin. Komission tarkoituksena on noudattaa 
tällaista lähestymistapaa koko ohjelman ajan. 
Lisäksi neljännen puiteohjelman puolivälissä olisi mielenkiintoista tehdä arvio, joka käsittelisi 
erityisen yksityiskohtaisesti kyseistä hallintaan liittyvää kysymystä. 
Erityiset kommentit 
Perusteellisemman tutkimuksen tarve erityisnopeiden junien valvonnan/ohjauksen osalta tuli 
selkeästi esille siinä, että talousarviossa arviolta 70 prosenttia kuljetusta koskevan T&K-ohjelman 
rautatieosuuteen varatuista varoista ohjattiin töiden jatkamiseen kyseisellä alalla. 
Komissio myönsi selkeästi yhdistettyjen kuljetusten tärkeyden. Kuljetusta koskevassa uudessa 
T&K-ohjelmassa yhdistetyt kuljetusketjut ja kaupunkikuljetusala huolehtivat tavaroista ja 
matkustajista yhdistettyjen kuljetusten muodossa. Lisäksi yhteyksiä laaditaan telemaattisia 
sovelluksia koskevaan ohjelmaan sisältyvän kuljetusosan kanssa, jossa telematiikan käytöllä 
katsotaan voitavan edistää eri kuljetusmuotojen yhdistämistä ja yhdistettyjä kuljetuksia. Lisäksi 
komissio on korostanut ja korostaa edelleen "eri kuljetusmuotojen yhdistämisen" ja "yhteisen eri 
kuljetusmuotojen yhdistämistä koskevan lähestymistavan" tarvetta kaikkien kuljetukseen liittyvien 
erityisalojen teknologisessa kehittelyssä. 
YHTEENVETO 
Johdanto 
Tässji kertomuksessa analysoidaan EY:n liikenteen tutkimusohjelman (EURET) tuloksia. 
EURET-ohjelma käynnistettiin vuonna 1991 osana tutkimuksen ja teknologisen kehityksen toista 
puite-ohjelmaa. EURET-ohjelman aikana on myönnetty yhteensä 26,8 miljoonaan ecua kaiken 
kaikkiaan 10 tutkimushankkeeseen, jotka on saatettu päätökseen vuonna 1994. 
Arvioinnin suoritti yhdessä kuukaudessa vuoden 1995 alussa viidestä ulkopuolisesta 
riippumattomasta asiantuntijasta ja yhdestä Euroopan komission liikenteen pääosaston (pääosasto 
VII) nimittämästä esittelijästä koostuva arviointiryhmä. 
Arviointiryhmä analysoi tutkimushankkeiden loppuraportit ja haastatteli komission henkilöstöä, 
hankkeiden vetäjiä ja käyttäjäorganisaatioiden edustajia. Arvioinnissa on otettu huomioon se, että 
EURET on ensimmäinen tutkimusohjelma, joka liittyy suoraan yhteiseen liikennepolitiikkaan, ja 
että laaja-alaisempaa ohjelmaa ollaan käynnistämässä neljännen tutkimuksen ja teknologisen 
kehityksen puite-ohjelman yhteydessä. 
EY:n tutkimuksen ja teknologisen kehityksen puiteohjelmat kattavat suuren määrän 
tutkimusaiheita, joilla on merkitystä liikenteen alalla. EURET on ollut rahoituksensa osalta hyvin 
vaatimaton ohjelma verrattuna kehittyneen teknologian ohjelmiin esimerkiksi lento- tai 
moottoriliikenteen alalla. 
Tavoitteet ja menetelmät 
EURET-ohjelman tarkoituksena on Euroopan unionin liikenteen alan tutkimuksen ja teknologisen 
kehityksen yhdenmukaistaminen ja yhdentyminen ja sen erityistavoitteet ovat seuraavat: 1) 
mahdollisimman tehokas liikenneverkon käyttö, 2) logistiikka ja 3) haitallisten ulkoisten 
tekijöiden vähentäminen. Valitut hankkeet kuuluvat lento-, rautatie-, meri-, monimuoto- ja 
tieliikenteen alaan. 
Tutkimusryhmät koostuivat teollisuuden, tutkimuskeskusten ja kansallisten viranomaisten sekä 
tilanteen mukaan myös kansainvälisten järjestöjen edustajista. Yksi edustaja kustakin 
tutkimusryhmästä johti tutkimusta ja komission pääosasto VII huolehti sen seurannasta. 
Tutkimustyö jaettiin yleensä pienempiin osa-alueisiin, joita olivat käyttäjien vaatimusten 
määrittely ja erittely ja uusien mallien ja simulaatio- tai esittelymallien suunnittelu, mutta 
prototyyppien rakentaminen ja laaja-alaiset testit ja täytäntöönpano eivät kuitenkaan kuuluneet 
EURET-ohjelman soveltamisalaan. Useiden tutkimusten aikana kerättiin huomattava määrä 
tietoa ja toteutettiin merkittäviä mallinrakennushankkeita. 
Päätelmät 
Arviointiryhmä huomauttaa, että rajoitetun talousarvion vuoksi EURET-ohjelmassa oli 
mahdollista keskittyä ainoastaan osittain liikenteen alan tutkimustarpeisiin ja että rahoitus oli 
suunnattava 10 hankkeeseen, jotka oli arviointiryhmän mielestä hyvin valittu. 
Esimerkiksi lento- ja rautatieliikenteen alalla, jolla on liikennetutkimuksen käyttäjien edustajia 
sekä kansallisella ja kansainvälisellä tasolla ja jolla teollisuus ja kaluston tuottajat ovat 
suhteellisen pieni ryhmä, suurimman toimijat saatiin osallistumaan EURET-ohjelmaan. 
EUROCONTROLin ja Euroopan rautatieyhteisön (Euroopan rautatietutkimuslaitos ERRI ja 
A200) suojeluksessa toteutut puhtaasti eurooppalaiset tutkimuksen ja teknologisen kehityksen 
hankkeet ovat selvästi hyötyneet yliopistojen ja teollisuuden tutkimusryhmien yhteistyöstä. 
Komission panos on ollut merkittävä tässä aloitteessa, jota arviointiryhmä pitää erityisen 
ajankohtaisena nopeiden junien ohjaus- ja valvontalaitteisiin liittyvän tutkimuksen osalta. 
Meriliikenteen alalla arviointiryhmä mainitsee ne hyödylliset vaikutukset, joita EURET-
ohjelmalla saattaa olla myöhempiin turvallisuusstandardeihin ja herkän meriympäristön suojeluun. 
Arviointiryhmä kannattaa joissakin meri- ja monimuotoliikenteen alan hankkeissa tehtyä 
huomiota, jonka mukaan myös olemassa olevat » vaikkakin vähemmän kehittyneet — ratkaisut 
ovat tärkeitä Euroopan laajuisen yhdenmukaistamisen ja standardien kehittämisen kannalta. 
Arviointiryhmä on laatinut myös hyödyllisen katsauksen perusrakenteisiin tehtäviä investointeja 
koskeviin päätöksiin sovellettavista kustannus-hyötysuhteen ja monien eri arvosteluperusteiden 
käytön analyysimenetelmistä ja tehnyt ehdotuksen yhteisestä toiminnasta. 
Suositukset 
Arviointiryhmä antaa seuraavat suositukset yhteisön tutkimuspolitiikan osalta liikenteen alalla: 
Koska Euroopan yhteisön T & K -toiminta liikenteen alalla on jaettu useiden pääosastojen 
välillä ja sitä rahoitetaan useiden eri ohjelmien kautta, komission on varmistuttava siitä, 
että tavoitteet ovat yhteiset tai vähintäänkin yhdenmukaiset T & K -toiminnan ja yhteisen 
liikennepolitiikan osalta. 
Etusijalle olisi asetettava sellaiset ongelmat, jotka kuuluvat kiistattomasti unionin 
toimialaan ja jotka ainoastaan EY voi ratkaista. EURET-ohjelman arvioinnissa nousi esiin 
kaksi tällaista ongelmaa, jotka ovat nopeiden junien ohjaus- ja valvontalaitteiden ja 
yhdistettyjen kuljetusten tutkimus. 
EURET-ohjelma on poikinut alustavia tutkimuksia, tietokantoja, järjestelmätutkimuksia ja 
käytettyjen menetelmien analyysejä. Tutkimustyön jatkamisen pitäisi johtaa 
esittelyhankkeisiin ja tarvittaessa prototyyppien rakentamiseen. Tämä on jo mahdollista 
yhdistettyjen kuljetusten ja meriliikenteen alalla, ja sitä tarvitaan pikaisesti lentoliikenteen 
valvonnassa ja rautatieliikenteessä. 
Olisi syytä välttää lyhytnäköisiä päätöksiä ja pitkiä viiveitä alkuperäisen tutkimuksen ja 
jatkotutkimusvaiheen välillä. 
Komission olisi jatkettava ja laajennettava yhteistyötä muiden järjestöjen, esimerkiksi 
EUROCONTROLin, Euroopan rautatieyhteisön ja sen tutkimuskeskuksen, kanssa. 
Komission olisi vaikutettava Euroopassa liikenteen alalla toteutettaviin kansallisten, 
kahdenvälisten tai monenvälisten tutkimus- ja kehitysohjelmiin luomalla selkeitä ja tehokkaita 
suuntaviivoja ja tekemällä yhteistyötä aina kun se on mahdollista. 
EURET PROGRAMME EVALUATION 
EUROPEAN RESEARCH ON TRANSPORT 
FINAL REPORT 
Evaluation Committee: 
Commission DG VU: Jean-Pierre Causse 
Mogens Dahl 
Arild Hervik 
Emilio Martin Bauza 
Tiago A.M. Ferreira 
Wolfgang Gruno 
E.M. Leonardi 
J. Elias Chairman 
Rapporteur 
Secretary 
°.M 
Evaluation report of evaluation Committee 
1 INTRODUCTION 
Background 
This evaluation report is produced according to Art. 4.2 of the European Council's 
decision to launch a specific programme for transport research, EURET1, with objectives 
related to competitiveness, safety and protection of the environment. Although embracing 
only a small number of R&D topics, the scope is the entire EC transport system. EURET 
is the first such programme of targeted R&D for the transport sector. 
The European Commission's global transport policy emphasises sustainable 
mobility 2. The means for a common European transport policy have taken shape with 
increasing speed during the last decade, witnessed by the legislation leading up to the 
opening of the internal market. The Commission increasingly has an active role and is in 
possession of a number of instruments. With the adoptions of the Single Act in 1986, the 
Maastricht Treaty and, most recently, with the decision by the European Council in Essen 
in December 1994 concerning Trans-European Networks, transport policy issues which 
require European level action have reached their current momentum. 
Research and development projects have their role alongside other action lines 
on economic and regulatory frameworks, harmonisation, safety and environmental issues 
etc. EC R&D activities must find their orientation in that context whilst building upon the 
expertise of research organisations and industries in the Member States. 
Programme content 
With the decision, in 1990, to launch EURET as a specific programme within the 
2nd Framework Programme for Research and Technological Development ECU 25 
million was made available for the 4-year period and a set of specific objectives were 
given. They are: 
• Optimum transport network exploitation 
• Logistics 
• Reduction of harmful external effects 
Later additions to the budget increased the total commitment under EURET to 
ECU 26.8 million. 
The research within EURET was carried out between 1991 and 1994 and covered 
the following topics and projects: 
Council decision of 21 December 1990 adopting a specific research and technological development 
programme in the field of transport (EURET) 1990 to 1993 
Communication from tli e Commission: "The future development of a common transport policy", COM(92) 
494, 2 December 1992 
EURET, a specific research and technology programme in the field of transport 1990 to 1994 
PROJECTS ECU 1.000 Percent 
Air transport 
Trials in automated air/ground data exchange AEGIS 
for air traffic management systems in Europe EURATN 
Study on the controller working position SWIFT 
in air traffic management systems in Europe 
Rail transport 
European rail traffic managment system 
Maritime transport 
Design and assessment of a vessel traffic 
management system 
Optimisation of manpower in maritime transport 
Taking human factors into consideration 
in man/ship systems 
Multimodal transport 
Economic and technical research of the SIMET 
transfer of goods 
Concerted actions (road transport) 
Cost-benefit and multi-criteria analysis for new 
road construction - extended to other transport 
modes ERTMS 
RTIS 
TAIE 
ATOMOS 
MASIS 33 
1.239 
3.434 
2.998 
5.728 25 
29 
1.546 
1.278 
2.992 
918 
11 
2.576 
528 
All transport modes 10 projects 23.237 100 
The launch and subsequent monitoring of EURET took place with the assistance 
of a committee of expert representatives from the Member States. A mid-term report was 
produced in December 1993. 
The 9 projects and 1 concerted action (and 2 other concerted actions which were 
not completed) were selected among proposals submitted after the publication of a call 
for proposals in January 1991. The total support to shared-cost contracts and to concerted 
actions has been ECU 23.237.000, while expenditures reserved for the management and 
administrative costs amounted ECU 3.563.000. 
The budget of EURET has been small by comparison to the overall R&D 
resources which were being devoted to transport related issues during the same period, at 
European as well as at national level. In fact, larger programmes are run by the European 
10 Us 
Commission for research in aeronautics and automotive transport. The budget could add 
only marginally to the R&D requirements within the the transport services and equipment 
industry. 
The Commission committed, in 1994, a further ECU 8 million to a number of 
smaller contracts which currently serve to assure continuity for some of the research work. 
These projects arid others financed from outside EURET, though extending certain 
EURET projects, are not included in the above table and are not examined in this report. 
For the coming years a new specific programme for transport R&D3 has been 
adopted within the 4th Framework Programme for RTD4 where also other programmes 
continue for aeronautics and transport related telematics and energy research. With a 
budget of ECU 240 million the new transport research programme will contribute to 
achieving the objectives of the Common Transport Policy. It is sub-divided into topics of 
which most have been taken up in EURET projects: 
• Strategic research 
• Rail transport 
• Integrated transport chains 
• Air transport 
• Urban transport 
• Waterborne transport 
• Road transport 
EURET is in close proximity to these actions for the development of a European 
transport policy and aligned with several other EU programmes; up to the point in time 
when this report was prepared, projects financed by EURET have been completed and the 
ground has been laid for future research. 
Evaluation objectives and methodology 
The Terms of Reference5 for the evaluation exercise are ambitious, a matter 
which is justified by the emerging importance of actions at European level for the 
transport infrastructure and its use. The Panel should therefore view EURET in the 
context of: research and policy and examine the results with regard to the specific 
objectives set for transport research at European level. 
The Panel Members were appointed in January 1995 by the Commission (the 
Directorate-General VII, Transport) in their individual capacity and were not involved in 
programme before. They were given relevant documentation, including final reports from 
completed projects, the mid-term review, and the work programme for the new transport 
research programme; but visits to places where projects were executed were not possible. 
However, interviews were held with Commission staff, representatives from the lead 
partners of project consortia and a number of people representing user organisations of 
3 Council decision of 1 December 1994 adopting a specific research, technological development and 
demonstration programme in the field of transport 1994 to 1998 
4th Framework Programme for Community activities in the field of research, technological development 
and demonstration 1994 to 1998, adopted by the Council and the Parliament in 1994 
See Appendix A 
11 
the research.6 
The rapporteur and the secretary assisted the Panel in making material and 
people available during the two meetings held in Brussels in January and February 1995 
and with the drafting of the report. 
The time frame for the evaluation exercise was limited to one month, forcing 
the Panel to work quickly at the expense of in-depth analysis. Certain issues, for example 
relating to those proposals which did not succeed in being supported, the up-take of 
results in a wider context or the transfer of knowledge, were therefore not examined; this 
would have required more time than given to the Panel. 
Under these circumstances the findings have their shortcomings and the wealth of 
information and experience gained by the many people who have taken an active part in 
the projects cannot be fully reflected. 
A list of people interviewed is given in Appendix D 
12 
2 AIR TRANSPORT 
Because of budget constraints, only the most important part which is Air Traffic 
Management (ATM) has been covered within the air transport domain. 
AEGIS - ATM European Group for Improvement of Scenarios 
Contract n° 8101-CT91-1401 Proposal n° PL 910009 
Total Cost 
Duration 
Coordinator 2.25 MECU EC Contributions 
27 months Starting date 
Ingenieria de Sistemas Contact Person 
para la Defensa de Espana (E) Phone 1.23 MECU 
Feb 92 
Mrs Santamaria 
+34.1.56.33.702 
Partners: Sextant avionique (F), BNR Europe Ltd (UK). Syseca (F) and Univ. of London (UK) 
Objective, structure of work 
Within the AEGIS project, attention has been paid to future ATM scenarios for 
European applications. In order to harmonise and integrate the different national, 
European and international ATM Scenarios, the requirements and constraints for a 
common European ATM have been analysed to meet anticipated traffic demand with the 
existing safety standards and at an affordable price. Because of the aforementioned 
reasons, the AEGIS project was created as a contribution to PHARE (Program for 
Harmonised ATM Research in EUROCONTROL) in order to ensure that ICAO standards 
and the most urgent requirements of EUROCONTROL member states will be met in an 
optimised way also taking into consideration the interest of service users, providers and 
industry. 
Results 
The three phases of AEGIS 
• assessment of existing ATM-related scenarios 
• improvement of environmental, organisational and technical aspects 
• cost benefit analysis 
have been carried out by a competent consortium. The work was performed by the 
development of different methodologies and the result is that a reasonable and realistic 
ideal AEGIS-scenario which is the Generic Integrated ATM and Network Scenario 
13 
(GIANTS) has been developed. GIANTS will solve most current problems in the field of 
ATM as identified by users and will be provided to PHARE as a very satisfactory basis 
for ongoing activities and, in addition, as a contribution to the definition of the European 
Air Traffic Management System (EATMS) within the European ATC Harmonisation and 
Integration Program (EATCHIP). GIANTS also defines the tasks to be performed by the 
operators and the tools needed for this task proposing at the same time new types of 
responsibility-sharing. The results also made significant progress on the subject of cost-
benefit analysis of ATM systems. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
AEGIS consortium is a multi-disciplinary group consisting of industrial 
institutions, industry, academics and airlines, also involving EUROCONTROL. The 
AEGIS approach indicated a balanced work between air and ground aspects, operational 
and technical considerations, and the wide spread of participants also covering the interest 
of service users, providers and industry. By joint financing, the cost-benefit factor is high 
for a study of this nature done by such a consortium and will ensure good effectiveness 
and competitiveness, which are also of general interest for the EU. 
Technological relevance (risk, safety, environment, validation) 
AEGIS has provided a good concept for scenarios of common interest with high 
flexibility and a complete description of the various aspects which are of particular 
importance for a safety critical environment like air transport. It can also be used as a 
good basis for experiments and validation work. 
Research relevance (co-operation, transfer of knowledge and applicability) 
The fact that requirements are not the same in different parts of Europe 
necessitates geographical phasing. In terms of European ATM harmonisation and 
integration, the consensus between all partners concerned is remarkable and is in this case 
a prerequisite for ongoing activities at all levels at the same time ensuring global 
improvement and consistency. The comparison of scenarios on the basis of advantages 
and limitations will also result in the establishment of quality standards for scenario 
evaluation and validation. 
The final result of the AEGIS project seems to be a feasible system with perceived 
gains several times larger than their costs. 
EU relevance (R&D policies, transport policies and regulations and industry policies) 
The delays in air traffic which are caused by constraints in the present ATM 
system contribute to the political pressure for ATM reforms. 
14 
The AEGIS project supports the common initiatives at national and European 
levels. It is a good basis for supporting continuation or additional programmes within the 
foreseen 4th Framework Programme. Those studies could also serve as a good driving 
factor and at least in some cases as important starting points for the enhancement of the 
integration and harmonisation within the European community. 
I EURATN - European Aeronautical Telecommunication Network 
Contract n° 8101-CT91-1402 
Total Cost : 6.6 MECU 
Duration : 33 months 
Co-ordinator : Sofreavia (F) Proposal n° PL 910034 
EC Contributions 
Starting date 
Contact Person 
Phone 3.4 MECU 
Feb 92 
Mr F. Col liver 
+33.66.25.95.73 
Partners: CapGemini international Support (F). Electronik SystemGesellschaft Mbh (D). Thomson-CSF/SDC 
(F), Société Internationale de Télécommunications Aéronautiques (F). Ingenieria de Sistemas para la 
Defensa de Espana (E). Stichting Nationaal Lucht- en Ruimtevaartlaboratorium (NL) and Logiciel pour 
l'informatique répartie (F). 
Objective, structure of work 
ATN as designated by ICAO allows fixed (ground-ground) and mobile (ground-
aircraft) data communication on a world-wide basis between air traffic services authorities, 
airlines and aircraft. 
The EURATN project is beside AEGIS the second most important part of ATM. 
It was initiated to contribute to the validation of ATN standards. In order to perform 
ATN related experiments in the ATN environment, the planned result of this project was 
a fully deployed experimental ATN with detailed specifications of a test programme, 
interfaces to ATN-integrated sub-networks and relevant ATN applications. 
Major tasks have been the development and procurement of ATN components, 
software components, network management standards and related tools, the evaluation of 
performances of EURATN system elements, validation tests and the definition of a 
EURATN Operations Manual. 
Results 
The EURATN was foreseen to be used as a basis for the PHARE ATN and the 
EUROCONTROL Experimental ATN. The Consortium consisted of 8 main contractors 
and 4 subcontractors; however, because of some recognised problems in the course of the 
project, EUROCONTROL proposed some modification to the EURATN project which 
15 
resulted in the definition of a revised contract. The modifications consisted in studies for 
the contribution from EURATN to the European ATN Validation Plan and of the 
integration of EUROCONTROL routers as well as the addition of improved quality 
assurance procedures. 
As a result, this prototype ATN network can now be used by EUROCONTROL 
and its member states' administrations to support ATN standards validation and will be 
further deployed into all PHARE research establishment sites to form the PHARE ATN 
Network. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
This project has increased the understanding of ATN amongst national 
administrations and industry. The result from the EURATN project was of such interest 
for EUROCONTROL that they have placed a further 2 MECU contract with the 
consortium. 
Technological relevance (risk, safety, environment, validation) 
Through the involvement of EUROCONTROL, risk reduction was reached by 
refinement of the program and especially by additional requirements for quality assurance 
provisions. In order to take care of the interest of EUROCONTROL member states, it 
was very helpful to have the research activities guided under the umbrella of 
EUROCONTROL. This helped diminishing duplication of efforts. The completion of this 
project resulted in a significant milestone for the development of ATN in Europe. 
Research relevance (co-operation, transfer of knowledge and applicability) 
The involvement of EUROCONTROL was beneficial in order to expedite the 
transfer of results to the administrations which will have to test the ATN and eventually 
implement it. The project co-financed by the Commission and the consortium, to whom 
EUROCONTROL provided further funds by means of the additional contract, is a good 
example of how the European Union and EUROCONTROL can co-fund R&D activities 
in the field of ATM. 
EU relevance (R&D policies, transport policies and regulations, and industry policies) 
From a political point of view, the reason for the Commission's involvement was 
that national systems to some extent could not provide enough flexibility (e.g., air space 
capacity); hence any progress in harmonisation and integration would be beneficial for 
European air transport. With reference to the needs for safety, cost-effectiveness and 
environmental aspects the aimed substantial improvement should allow all air space users 
the maximum freedom of movement. 
16 
SWIFT - Specification for Working Positions in Future Air Traffic 
Control 
Contract n° 8101-CT91-1501 Proposal n° PL 910002 
Total Cost 
Duration 
Co-ordinator 5.8 
34 months 
: Thomson-CSF/SDS (F) EC Contributions 
Starting date 
Contact Person 
Phone 3.0 MECU 
Mar 92 
Mr Amar 
+33.1.40.84.19.26 
Partners: Instituto de Engenharia de Systemas e Computadores (P), Computer Applied Techniques Ltd 
(UK). 
Univ. of the Aegean (GR). Siemens Plessey Electronic System Ltd (UK). Roke Manor Research Ltd (UK) 
Elektronik-System-GMBH (D), Stichting Nationaal Lucht- en Ruimtevaartlaboratorium (NL). Centre 
d'Etudes de la Navigation Aérienne (F) and Syseca (F) 
Objective, structure of work 
The objective of SWIFT was to design the future Controllers Working Positions 
(CWP) by combining medium and long term operational evolutionary definition and 
technical studies resulting in the definition of specifications. The main tasks for the 
SWIFT project were performance requirements, operational concept, operational scenarios 
and their validation, human factor studies with specifications of human/computer interface 
and the SWIFT Demonstrator. The SWIFT work will be used as a contribution for 
EUROCONTROL to support PHARE and EATCHIP activities. 
SWIFT will produce a set of validated scenarios taking into account the 
progressive enhancement of the ATM system for the time frame 1995-2015. The short 
term components have been given more weight at the beginning and, therefore, phase A 
(1995-2000) was done with priority and further work has been considered for phase B 
(2000-2015). 
Results 
The aim of SWIFT was to provide detailed specifications of the CWP starting 
from common operational performance specifications. The work was performed by using 
operational and technical aspects of the CWP and at the same time taking into 
consideration the suitable Human Machine Interface. Detailed specifications for a control 
suite for phase A were produced taking into account system architecture requirements in 
order to meet the common operational needs applicable to the European context. 
For experimental validation of scenarios, the involvement of controllers from 
operational units have been co-financed by EUROCONTROL and the Commission. 
In addition to the final report, a SWIFT demonstrator (hardware and software 
integrated on a single workstation) has been developed and will be shown in the presence 
of the partners of the consortium; at airshows and at the EUROCONTROL Experimental 
Centre. 
17 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
The SWIFT consortium consisted of 10 partners from 7 Member States, including 
industry, research centres and universities. Five partners of the consortium were involved 
in the experimental trials of the scenario. Project management and results were 
homogeneous throughout the work of the various partners. 
The advantages especially for industry are the availability of the definition for 
common guiding principles to be used for further development concerning the production 
of CWP's for European civil aviation authorities. 
Technological relevance (risk, safety, environment, validation) 
The ATC controllers involvement could not be included in the original contract 
for funding reasons. Therefore the non-availability of controllers at the beginning of the 
SWIFT project was a weak point because the controllers are really the concerned users. 
The extreme importance of analysing the first results with the concerned users was 
nevertheless recognised; the Commission and EUROCONTROL therefore found a way 
to co-finance some evaluation sessions with ATC controllers. 
A suitable methodology for the description of human-machine interface 
specifications was defined which is important to ensure harmonisation. Human factors 
recommendations for the design of ATM applications were given. 
Research relevance (co-operation, transfer of knowledge and applicability) 
The SWIFT Demonstrator is a very helpful tool for the presentation of the results 
for further ATC research within EUROCONTROL and for the partners of the SWIFT 
consortium. This approach also supports transfer of knowledge between all partners 
involved. 
The result of the evaluation process covered task allocation between the system 
and controllers, Datalink communications, strips replacement, use of working systems, 
information display and working aids. 
EU relevance (R&D policies, transport policies and regulations and industry policies) 
Within SWIFT, a high number of important tasks have been carried out which 
could have significant overlapping interest to other fields of air transport research. For 
that reason, it is helpful that the complete task reports are annexed to the SWIFT final 
report. 
18 
RAIL TRANSPORT 
ERTMS - European Rail Traffic Management System 
Contract n° 8101-CT91-1201 Proposal n° PL 910025 
Total Cost 
Duration 
Coordinator 12 MECU 
30 months 
Siemens (D) EC Contributions 
Starting date 
Contact Person 
Phone : : 5. 
: 1 
Mr. 7 MECU 
Feb 92 
Mandt 
+49.531.226.47.88 
Partners: Ansaldo Transport!' SpA (I), Compagnie de Signaux et d'Equipements Electroniques-Transport 
(F). GEC-Alsthom (GASA) SA (F) . EB Signal A/S (OK), Standard Electrik Lorenz AG(D). Westinghouse Brake 
and Signal LTD (UK); associated contractors: Ansaldo research (I). Sasib (I), Uni Genova (I), ACEC 
(B). ABB (SW). EB Ltd (UK). EB ABB (N). EB SENAL (ES). Dimetronic (ES) 
Objectives 
The objective of this project is the study and the specification of an innovative 
new command control system for the railways7. Being first applied to high speed 
networks, it will be used later on existing lines, in order to increase the capacity for 
passengers and goods crossing the borders. 
The system must be compatible with existing solutions adopted by the different 
national administrations where high speed trains are already running or are planned. Later 
on, it must progress to a new solution taking advantage of the evolution of the existing 
system and of new techniques, or of those already at the experimental stage in other and 
related fields. 
ERTMS is an ambitious project dealing with difficulties from the technical point 
of view, on the one hand, and with concerns for regulatory procedures on the other hand. 
Only viewed as a whole can the project's success be determined. 
ERTMS was carried out within the context of the first point of the 'specific 
objectives' of EURET, optimum transport exploitation. The first phase consisted only of 
the overall design of the system, the evaluation of the train location and communication 
tools, as well as of the development of major software components for the use of the 
system. 
The European railways, as the users, had to deliver the functional requirements and 
overall system design specifications. This was done through the International Union of 
Railways (UIC), the Community of European Railways (CER), the European Rail 
Research Institute (ERRI) and the A200 Special Group within ERRI for questions related 
7 
There are currently at least 13 different control command systems in service in Europe, which are not 
compatible with each other. 
19 
to ERTMS who also acted as advisers and technical consultant partners to the Commission 
and the project consortium. 
Other topics, related to the research, were noted during the progress, and it was 
necessary to take them into account. This was achieved when new funds became available. 
ERTMS is the only project developed for rail transport research and its total cost 
is the highest within EURET. 
Structure of work 
In short, the project comprises four main tasks, each one divided into sub-tasks: 
• System design 
• Assessing train location tools 
• Assessing transmission system 
• Assessing data processing architecture 
Also included under EURET, but started one year later, was a fifth task: 
• EURORADIO (Equipment for the safe continuous transmission between trains 
and control centres, using a non-safe digital radio system) 
Only the first Phase of EURORADIO was included in EURET based on the 
existing GSM (Global System for Mobile) covering the study and specification of 
structure. In accordance with the research progress, the availability of funds and in order 
to enhance the follow-up of the project, it was possible to initiate two more tasks: 
EUROCAB and EUROBALISE. EUROCAB deals with safe on-board equipment located 
in the driving engine. It integrates data received from the EUROBALISE with data read 
on board (distance, speed and time). EUROBALISE focuses on equipment for safe spot 
and semi-continuous transmission between the train and the track. These tasks, although 
related to the matters of ERTMS, were not financed by the project. 
The consortium consisted of the main European signal and telecommunications 
industrial companies and some associated contractors, in total fifteen; thirteen were based 
in EU countries and two in non-EU countries. 
Results 
The research done under ERTMS is fundamental to the implementation of the 
future Common Transport Policy for the railways, already started with harmonisation and 
interoperability. 
For the railways it is equally important, since it facilitates the starting of new 
services without the need to stop at borders; it also increases security and competitiveness 
and reduces costs on new equipment for command control, owing to the widening of the 
market of future buyers, on a common standard. 
Retrospectively, it would not have been possible to achieve the objectives of 
ERTMS without the Commission taking the lead. 
20 
Even if the full architecture of the system is not yet settled, the modular procedure 
adopted by the consortium allows for the evolution of compatibility between the existing 
systems and a future common solution, with later adoption of a common standard. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
The research already made on a common solution will reduce the diversity of 
products existing today in the market, with future benefits for industries, since they may 
focus on one product instead of spreading their resources over different ones. 
The quality of the products can be increased, with lower costs because it has been 
taken into account from the beginning. Competitiveness between industries is assured 
since each one can present his own products, but always related to a common standard. 
It must be stressed, however, that in order to take full profit of the research done 
and the production of a market product, the intervals between projects on a programme 
extending over several years as in the present case should be avoided, or at least reduced 
as much as possible; 
The importance of this project may be felt not only in the internal market but also 
at the international market for rail equipment. 
Technological relevance (risk, safety, environment, validation) 
The safety of the new standard can be improved with direct benefits for both the 
industry and the railways and passengers. 
Evolution of technologies is assured, leaving to the users the final choice of the 
best supplier. 
Environmental aspects did not constitute a main item when the project was 
launched. However, negative impacts are not known up to now. 
Tests have been started on the different parts of the available equipment but they 
need to be continued before full validation is accorded. 
Research relevance (co-operation, transfer of knowledge and applicability) 
Co-operation between partners seems to be good after initial difficulties, but must 
be improved on future work which may be supported by the next programme for transport 
research, in order to profit from the synergy already developed under ERTMS. 
Transfer of technologies between partners is not reported but, since each one has 
to know and study solutions and existing products produced by the others, it is assumed 
that there has been a useful sharing of knowledge. 
In terms of applicability, it seems too early to draw conclusions but it can be said 
that the work done so far has followed the guidelines of the main objectives. 
21 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
ERTMS has completed a first phase of research which is fundamental not only for 
a technical solution, but also for allowing the EC to progress to the following phases of 
setting the rules for the common rail traffic management system. 
The extension of the high speed network is progressing faster than the availability 
of an optimal solution for new signalling and control equipment. 
The lack of correct solutions for the performance of new, optimal equipment 
sufficiently tested and validated has the inherent danger that some national administrations 
chose to continue to invest in existing solutions and equipment. If this happens, the 
interest and opportunity to profit from ERTMS are strongly reduced, not to mention the 
negative impact on what concerns industry policies. 
In view of this challenge, it is necessary to continue the ERTMS research with the 
highest priority and under a tight schedule. 
22 
MARITIME TRANSPORT 
RTIS - Regional Traffic Information Service 
Contract n° 8101-CT91-1301 Proposai n° PL 910026 
Total Cost 
Duration 
Coordinator 2.59 MECU EC Contributions : 1.31 MECU 
1 Feb 92 30 months Starting date 
Opeform sari (F) Contact Person Mr. C. Deutsch 
+33.1.46.57.62.10 Phone 
Partners: Ditel (I). Cetemar SA (E). Marine Technology Development Company SA (GR), Marine Analytics 
(NL) 
Objectives 
The overall objective is to improve the efficiency of the maritime transport by 
defining and developing an information system able both to enhance the safety of 
navigation and to optimise the interface between ships and shore-based infrastructures of 
shipping through the dissemination of real time information between the different agents 
involved. 
The protection of the marine environment and the adjacent sensitive coastal zone 
is also a main objective. 
The project in principle addresses the Mediterranean; it is intended that its main 
features could be transferable to other relevant maritime areas of the European Union. 
Structure of work 
RTIS is subdivided into three phases: 
• Review and assessment of the current situation 
• System conception and design 
• Project assessment 
A total of 26 different tasks have been performed to complete all three phases. 
Seven Member States are represented through six research institutes (increased to nine 
later on), six small and medium-sized enterprises, one university and two industrial 
organisations. 
Results 
Traffic statistics references have been established for the period 1989-91 on flows 
23 
of passengers and goods, movements of ships and cargo handling for the Mediterranean 
region. 
A system which can serve users as a Value Added Network (VAN) by using the 
existing EDI (Electronic Data Interchange) transmission facilities may be implemented 
at very low cost. 
A list has been established of more than thirty potential users, identified as primary 
users, allied services and other users, which may serve as a guide for further 
investigations. 
An architecture has been developed comprising the design of links between nodes 
and between nodes and terminals. 
A computerized demonstrator has been implemented and tested in a real network 
simulating various types of terminals (one coastal and one port VTS, nine port authority 
terminals and several co-operative ship terminals). 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
From the point of view of competitiveness the implementation of a Regional 
Traffic Information System could be useful by allowing the users who are managers of 
shipping companies, port installations and shippers to select more efficient maritime 
transport services. European ships would thus become more competitive than those not 
able to interact with the system. Producers of electronic computer equipment for maritime 
use could gain markets elsewhere in zones with similar traffic density. There could be 
advantages for fisheries and coastal tourism in terms of higher standards for safety and 
communication. 
The system would also further the harmonisation of navigational procedures along 
European coasts and, perhaps more relevant, help to set educational standards and criteria 
for VTS operators. 
Technological relevance (risk, safety, environment, validation) 
Experience proves that VTS can reduce the risks of collisions and grounding in 
restricted areas such as port approaches and areas covered by traffic separation schemes. 
Several of RTIS findings which include specific description of functions and services 
could add to the value of existing systems. 
Research relevance (co-operation, transfer of knowledge and applicability) 
RTIS represents a new type of co-operation in this area by bringing teams together 
from seven Member States who would probably not otherwise have started joint work. 
The tasks of collecting data from data bases, questionnaire surveys and interviews do not 
in themselves imply transfer of knowledge to people outside the project. However, the 
24 
concept is fully applicable and a preliminary stage of it is currently being implemented 
in several Member States, with other EC funding. 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
RTIS has contributed to the design of EC maritime safety policy as presented in 
the Commission's Communication to the Council and Parliament on "A Common Policy 
on Safe Seas" (Com (93) 66). It has supplied the system architecture to the Council's 
directive 93/75, 13 September 1993 concerning minimum requirements for vessels bound 
for or leaving EC ports and carrying dangerous or polluting goods. Undoubtedly, RTIS 
is relevant also for the "EUROREP" directive which is soon to be adopted 
TAIÊ - Tools to Assess Vessel Traffic Systems and to Increase the 
Efficiency of VTS 
Contract n° 8101-CT91-1302 Proposal n° PL 910009 Total Cost 
Duration 
Coordi nator 2.05 MECU EC Contributions : 1.22 MECU 
30 months Starting date 
Stichting Coördiinatie Contact Person Feb 92 
Mr. Flameling 
+31.10.413.09.60 Mari ti em Onderzoek Phone 
Partners: Institut der Fachhochschule Hamburg. (D). BMT Fluid Mechanics Ltd (UK). Opeform (B) 
Objectives 
This project has especially studied the interaction between vessel and shore-based 
VTS with a view to the development of tools which can improve the efficiency and safety 
of maritime traffic management in confined areas. The detailed topics covered include: 
• Tools to assist in the design of efficient VTS 
• The control of new shore-based pilotage, resource management and contingency 
planning 
• Operational benefits through improved VTS procedures 
• Enhanced maritime safety and environmental protection through better 
management base on detailed traffic and casualty data 
It is the aim that results should be used in VTS and coastal areas in Europe and 
elsewhere. 
Structure of work 
The entire project was sub-divided into 27 tasks which can be summarised as: 
25 
• Data collection on traffic casualties, casualties within VTS areas, etc. 
• Development of scenarios on networks, hardware, data, cost, training, 
compatibility checks etc. 
• Cost-benefit analysis tools, operational benefits and other related analysis tools 
The project was performed by four partners and thirteen associated contractors 
from four Member States and one EFTA country. They included three big manufacturing 
companies, eight research institutes, three small and medium-sized companies and three 
universities. 
Results 
The project has established a statistical traffic image of the North Sea covering 
movements of passenger and ro/ro ferries as well as other specified vessels. It has 
facilities for the prediction of future evolution in the traffic situation. This may be used 
as a tool to anticipate adverse conditions, to improve search and rescue operations and to 
reduce response times. In general the results can be used to assess Vessel Traffic 
Management and Information Systems with a view to increase efficiency and to provide 
safety and environmental data which may be integrated into regional systems. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
Maritime safety directly affects millions of passengers per year and the developed 
models are relevant for some of the most traffic congested areas in the World. The 
perspective is to step up the harmonisation of navigation procedures, the standardisation 
of messages and other procedures. Implementation would increase the capacity and thus 
the competitiveness of maritime passenger transport in those areas where other transport 
modes are direct alternatives. 
Technological relevance (risk, safety, environment, validation) 
A part of the new technology has been studied and an integrated vessel traffic 
management system shows the cost savings, safety and environmental benefits. In 
particular to assess the effects of safety measures tools have been developed including 
cost-benefit analysis, statistical traffic images and a proposed European casualty data base. 
Technologically, the project is relevant for the marine electronic industry because 
it is very likely that congested traffic areas as well as inland waterways may develop 
systems of monitoring and assistance to navigation that would incorporate the findings of 
TAIE. 
The environmental interest of this project is likely to be great since the protection 
of marine environment and wildlife is directly connected to the preventive measures that 
the tools permit to identify and assess. 
26 
Research relevance (co-operation, transfer of knowledge and applicability) 
There seems to have been a fair amount of transfer of knowledge not only between 
the large number of partners and associated contractors, but also with the even more 
numerous participants in the RTIS project. The two projects differed in the geographical 
area studied but were otherwise directly connected. This positive interaction has probably 
led to taking a harmonised approach. Finally, part of the research has been of value to the 
competent international maritime bodies, namely the International Maritime Organisation 
and I ALA (International Association of Lighthouse Authorities), who have used the results 
for resolutions, recommendations and manuals on VTS and VTMIS. In brief, the 
developed tools have proven to be practically applicable within existing VTS's. 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
The political value of the project as one of the tools for policy making has been 
highlighted by the dramatic and recent passenger ship accidents, "Estonia" and "Achille 
Lauro" in 1994 and "Scandinavian Star" a few years earlier. The prompt political response 
to these and other accidents shows that guarantee of the protection of human life at sea 
is to be maintained with the highest possible standards. 
ATOMOS - Optimisation of Manpower in Maritime Transport 
Improvement of Competitiveness in community transport through 
implementing advanced technologies 
Contract n° 8101-CT91-2301 Proposal n° PL 910015 
Total Cost : 4.72 MECU EC Contributions : 2.54 MECU 
Duration : 28 months Starting date Feb 92 
Coordinator : Danish State Railways (DK) Contact personact : Mr. Kasten 
Phone : +45.42.86.36.80 
Partners: National Technical University of Athens(GR), DMTMarinetechnik GmbH (D). Lloyds register (UK) 
Saren T. Lyngs0 (DK) 
Objectives 
With the aim of reducing the use of human effort on bridge and in engine room 
whilst maintaining safety standards, the technical objectives were to develop different 
parts of system control and to connect them into an Integrated Ship Control (ISC). Also 
main systems on board for navigation, manoeuvring, machinery control, maintenance and 
diagnostics should be integrated. A final objective was to assess the optimum crew 
composition and size for different types of ships 
27 
Structure of work 
The main research efforts fall in four categories: 
• The establishment of base lines in the key areas of research 
• The development of Integrated Ship Control and its applications 
• Basic research into safety-related aspects 
• Cost-benefit analysis of the results 
ATOMOS originated from earlier design work in Denmark and Germany and 
comprises now five partners and four associated contractors from four Member States. 
Those are three big manufacturing companies, two research institutes, two small and 
medium-sized enterprises and two universities. The work is sub-divided into twelve main 
tasks. 
Results 
Several systems have been developed related to the safety of ships: 
• A decision support emergency management system for hull damage and fire on 
board situations 
• A voyage and track planning system which optimises route selection by taking 
weather and sea conditions, ship propulsion, shipper requirements and other 
data into consideration 
• A crew management system for the scheduling of training, education and 
certification of crew 
• A maintenance system for engine rooms that optimises the life cycle of 
components and advises on required substitutions 
• A diagnostic system for the identification of the cause of an alarm state into the 
ship's engine, thus enabling the crew to adopt curative procedures 
Through the integration of these parts into one ship control system an important 
step has been made towards the définition of an international standard. 
Finally, a personalised set-up integrating the main navigational instruments on the 
bridge has been constructed and demonstrated at professional exhibitions in 1994. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
Although sub-standard ships with low wage crew will always have lower costs, 
ATOMOS has shown that high-tech vessels would be more competitive than otherwise 
similar, but conventional, vessels with normal-sized crews, as well as being more reliable 
from the point of view of safety of navigation, safety of life and environmental risks. This 
28 
is of direct relevance for EU flagged ships which use higher qualified and more expensive 
crews. 
European shipbuilding can benefit from the project, since the cost-benefit analysis 
induces shipowners to demand ships, or parts of ships such as bridge and engine room, 
which incorporate more economical technologies. Likewise, the marine equipment industry 
may benefit. 
Technological relevance (risk, safety, environment, validation) 
The systems have been validated through demonstration and are implemented 
onboard a commercial vessel in an experimental status. The innovative aspects are evident 
and the current operators express satisfaction. 
The enhanced competitiveness and safety standards obtained by using these 
systems will have a positive environmental effect; notably the use of track planning and 
engine diagnostic systems will optimise fuel consumption and exhaust. 
Research relevance (co-operation, transfer of knowledge and applicability) 
The research which has been carried out in the broad areas of emergency, 
integration of systems, quality and control, impact measurements and ISC architecture is 
of relevance for ISC standards. Such standards are costly to develop but important in 
terms of safety by ensuring high performance under all conditions. Without research into 
better standards it is doubtful whether these systems will emerge in the desired number 
and quality. 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
Targeted R&D into ISC systems have a potential for increasing the competitiveness 
of EU flagged ships by demonstrating the feasibility of raising and harmonising standards 
in Europe which, in turn, will give a strong incentive to implement high-tech systems and 
maintain a European fleet. ATOMOS has produced results in line with this general 
statement and has therefore a potential interest. 
jjMASIS - Human factors in Man/Ship system for the European Fleetjl 
Contract n° 8101-CT91-2401 Proposal n° PL 910029 
Total Cost Duration Coordinator 1.60 MECU EC Contributions : 0.84 MECU 26 months Starting date CETENA (I) Contact Person Phone Feb. 92 Mr. D. Loggia +39.10.599.54.92 
Partners: Cetemar SA (ES). Marconsult SpA (I), Institute of Shipping Economics and Logistics (D). 
I University of Strathclyde. (UK), Hellenmat (GR) II 
29 
Objectives 
Recognising that the 'human factor' contributes to 80% of all accidents it is the 
objective of MASIS: 
• To analyse the professional behaviour of seafarers 
• To find the basic origins of human errors in maritime transport 
• To propose remedial actions which can improve safety and efficiency, reduce 
losses of lives and prevent accidents and ecological damage 
• To perform the related cost-benefit analyses 
Structure of work 
The project has been divided into 10 tasks covering the following main topics: 
Data collection from masters and shipowners 
Working and living conditions on various types of ships 
Crew behaviour with regard to duties and qualifications 
Feasibility of operating vessels with reduced crews 
Assessment of the negative effects of interference factors both external (noise, 
vibration, motions, etc.) 
Use of simulators for the evaluation of crew personal characteristics 
Remedial actions and cost-benefit analyses 
The research was carried out by a consortium of six partners and six associated 
contractors from six Member States. The participants came from three research institutes, 
eight small and medium-sized enterprises and one university. 
Results 
The analysis of data and information shows firstly that human factors play a key 
role in maritime safety and efficient ship operation, but levels of maritime education are 
very diverse across Europe. Secondly, operative efficiency can be improved in some on 
board procedures by better interfacing crew with automated systems. Thirdly, risk factors 
can be reduced by increasing practical training and renewal of equipment. Fourth, certain 
aspects of the on board environment such as noise, vibration, climate and severe motions 
can interfere with work efficiency. Finally, methods are suggested to enhance efficiency 
and accident prevention through better workload distribution. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
30 
The proposed remedial actions, in particular the improvement of maritime 
education and training and the use of more reliable equipment and the improvement of 
comfort level though reduction of noise, vibrations, ship motions, etc., are of relevance 
to the competitiveness of the maritime industry. 
Technological relevance (risk, safety, environment, validation) 
Further research and development is needed into the combined effect of equipment 
renewal and higher education and training standards. The project has pointed out the 
importance of man/ship interaction for progress in safety, efficiency and marine 
environment protection. Standardisation of bridge layout and workstation design is one 
possibility. 
Research relevance (co-operation, transfer of knowledge and applicability) 
MASIS has contributed to the co-operation and transfer of knowledge among the 
partners coming from research institutes, universities and industry. Application of results 
related to training are taking place through the present revision of the International 
Convention on .Standards of Training, Certification and Watchkeeping for Seafarers 
(STCW). 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
MASIS has contributed to EC maritime safety policies as presented in the 
Commission's Communication to the Council and Parliament on "A Common Policy on 
Safe Seas" (Com 92(23)). This relates to actions concerning the human element with 
emphasis on professional qualifications, the STCW convention and the IMO resolution 
A680 with recommendations on the "Safe Management Code". 
The relevance for maintaining a competitive European flagged fleet is inherent in 
MASIS, as well as in the three above mentioned EURET projects. The continuously 
increasing standards of safety and working conditions will enhance the future competitive 
advantage of high standard European ships. 
31 
INTERMODAL TRANSPORT 
SIMET - Smart Inter-Modal European Transfer 
Contract n° 8101-CT91-2201 Proposal n° PL 910027 
Total Cost : 4.6MECU EC Contributions : 2.6 MECU 
Duration : 32 months Starting date Feb 92 
Coordinator : Technicatome (F) Contact Person Mr. Mercier-Handisyde 
Phone : +33.1.69.33.83.76 
Partners: Framatome (F). Centrale Recherche S.A. (F), Cotamasnaga Spa (I). European Advanced School of 
Logistics (I). Universidad Politécnica de Madrid (ES). Dornier GmbH (D). Krupp Fordertechnik (D). 
Europe Combined Terminals (NL). NEA(NL), National Technical University of Athens (GR). Coherence S.C. 
(B) 
Objectives, structure of work 
Intermodal transport (a broader concept than combined transport) has the attention 
of the Commission because it is seen as an alternative transport mode or technique that 
could absorb part of the increasing transport by road. Intermodal transport could stimulate 
the use of train transport infrastructure and waterborne transport. It has not yet acquired 
a sufficiently large share of total freight transport. SIMET is a contribution to the 
interoperability of transport infrastructures and transport means and equipment, with a 
view to a more efficient functioning of the entire transport system. The project on 
intermodal transport focuses on organisational, economic and technical research on the 
transfer of goods, and on the design and evaluation of rapid transfer systems. The build­
up of SIMET research activities is done around the following main studies: 
• Intermodal network organisation (good flow, transport networks, macro-model). 
• Information systems (Electronic Data Interchange (EDI), Automatic Equipment 
Identification (AEI)). 
• Present and future technologies (loading units, rolling stocks and transfer 
equipment). 
The technical-economic study of ideal future terminals for intermodal transport 
including new smart technologies is developed from these three studies. The consortium 
consisted of twelve partners from seven different countries: four universities, four 
industrial companies (engineering and equipment), three research institutions and one 
transport operator. One of the industrial partners was project co-ordinator. 
The objectives were to design and evaluate innovative and efficient systems of 
rapid loading and unloading of goods between different modes of transport, in particular 
railways. Making proposals for common standards and best technologies in specific 
conditions was an important objective. Thus SIMET should lead to a global proposal for 
common specifications able to connect yards in the Member States at the lowest possible 
cost. 
32 
Results 
An integrated, inter-regional European database of freight transport flows has been 
constructed. The main European infrastructure as a logical network covering all modes 
has been described in terms of the links between terminals in length, speed and sailing 
distances including link specification providing the data for a macro-model. 
This model has firstly been used for the evaluation of the impact of traffic 
organisation and new, fast shipment technologies on intermodal transport in Europe. In 
particular, it allows the competitiveness of integrated transport flows to be assessed. 
Secondly, the model has been tested in the real case of the French-Spanish border and is 
also used in the EU-CH negotiations on transalpine traffic. 
A third result is that there has been a further development of EDI (that has led to 
a process of standardisation) and an overview has been made covering AEI and the use 
of communication networks. 
Fourth, a review of loading units and rolling stocks shows great diversity and, 
together with handling facilities, there is a strong need for co-ordination to stimulate 
intermodal transport. Some improvements of freight shipment equipment for the future 
have been explored on the basis of an inventory of the most promising current transfer 
technologies. 
Finally, present and future terminals in Europe are classified. For the purpose of 
the establishment of specifications of all future terminals and for the technical-economic 
evaluation of their integration of new, smart technologies several micro-models have been 
developed. 
Assessment by relevant criteria 
Relevance for industry (competitiveness, harmonisation and costs) 
The goal of the research has been achieved and the process has shown the 
complexity of the subject. In the event that more rapid transfer of goods is achieved via 
intermodal transport, the transport cost for industry might decrease. The harmonisation 
of technologies might also give a market for European industry. The macro and micro-
models could be of use for the calculation of cost reductions when changing equipment. 
It is of note that competing industries have been put together and they express their 
willingness to put forward new research proposals for the next programme; they have 
learned the limitation of a purely technical approach. 
Technological relevance (risk, safety, environment, validation) 
The review of different equipment and new technologies explores important areas 
for harmonisation and standardisation. Reduced environmental damage and fewer traffic 
accidents might occur in future. The main effort has been put in planning tools, several 
micro-models and a macro-model; the economic impact from different technologies could 
be analysed in these models. 
Analysis of 'best technologies' has led to several "EURET TERMINAL" and 
simulation on this has been done, but for further work there is a need to test on a full 
scale pilot installation. This is expensive and not easy to finance because of market 
imperfections. During the project there was a change in focus from new "smart" 
33 
technology to their integrative aspects for practical solutions for existing transport 
equipment and this could be a useful experience for future technological research in 
combined transport under the next programme 
Research relevance (co-operation, transfer of knowledge and applicability) 
The macro-model would be a good decision-making tool for anybody considering 
to set up and develop terminals at regional level. Further research would be valuable. In 
the consortium competitors learned to work together and, as mentioned above, it is likely 
that research co-operation will continue in the form of a new proposal. 
It is therefore needed to make a separate in-depth evaluation of the quality and 
potential use of the two models developed by SIMET in order to justify future input of 
resources. 
EU relevance (R&D policies, transport policies and regulations, industry policies) 
The databases and the macro-model could be an important tool for the 
implementation of a possibly forthcoming European master-plan for combined transport 
and terminals. The database and macro-model will also mean some help to the analysis 
of freight transport restrictions through Switzerland. These tools need to be kept up-dated. 
The harmonisation initiative that has been started on EDI and AEI requires more time but 
the experience so far is a necessary input in that process of negotiation between national 
authorities. Great diversity of loading equipment and rolling stocks leads to expensive 
transfer equipment and costly transfer operations and there is an obvious need to 
harmonise and standardise transfer equipment in relation to loading units. This is a task 
for the Commission to take on at EC level because individual Member States do not have 
sufficient incentive to stimulate the growth of combined transport. The approach of 
SIMET seems justified and a necessary start has been made for future research in the 
field of intermodal transport. 
34 
CONCERTED ACTIONS 
Concerted Action (and extension): Cost-benefit and multi-criteria 
analysis for new road construction and infrastructure investment in 
the field of railways, inland waterways, nodal centres for goods and 
passengers (Phase I - Inventory of methods) 
EC contribution: 528.000 ECU 
Duration : 60+12 months Starting date 1991 
Coordinator : Mr. E.M. Leonardi 5CEC) Contact Person Prof. Tsamboulas 
Phone : +30.1.77.80.559 
Partners: Member States representatives 
Consultants for support studies: Marcial & Echnique and Partners (UK), Unioversity of Leeds (UK) 
Objectives, structure of work 
The study is a review of the state-of-the-art of cost-benefit and multi-criteria 
analysis for new road construction (and later extended to other modes). The work outlines 
the set of relevant impacts, which should be incorporated in the appraisal, and reviews the 
methods which can be used for valuing those impacts; finally, it examines the practical 
state-of-the-art of measurement and evaluation of impact variables. A proposed appraisal 
is set out and recommendations for further work are made. 
The aim was to propose and develop in outline a common but flexible method of 
appraisal for new road construction (and extended in 1993). Potential users include 
regional and national authorities, the European Commission, the European Investment 
Bank and other sources of finance for transport infrastructures. The specific goal was to 
promote consistency of treatment of road projects across Member States, which would 
imply a degree of quality control and commonality at the forecasting stage as well as a 
common evaluation tool. The work has been conducted in four phases and has gathered 
inputs from Member States. The two consultants brought the findings together and the 
project was monitored by a Concertation Committee of representatives from the Member 
States who also provided information about appraisal methods used in their own 
countries. 
Results 
EURET launched four concerted action but three were abandoned in 1993; the 
fourth was then able to extend the scope of cost-benefit analysis to include multi-modal 
transport. Reports were delivered on all other modes in 1994, thus completing the review 
of existing methods and criteria for all modes. The Concertation Committee has played 
an important co-ordination role in bringing together research work from different 
countries. 
The final report recommends an approach for new road construction as a broad 
35 
framework consisting of mandatory impact variables with additional discretionary impact 
variables. This approach has been demonstrated in a computer-based model. It has not yet 
been used in field trials for road projects, but this would appear feasible. 
Assessment by relevant criteria 
It is the aim of concerted actions to co-ordinate research, not to finance it. The co­
ordination process is relevant for the Commission and it is important to focus on new 
R&D topics and to develop a tool for the decisions regarding transport policy. The 
objectives seem to have been achieved so far as a recommendation has been made for a 
common appraisal framework . The co-ordination appears to have been successful. 
The topic has been well chosen because there is a need for better evaluation 
methods which better incorporate economic issues in the decision processes for 
infrastructure investment. The reports give a very good state-of-the-art analysis of all the 
important topics within cost-benefit analysis for all modes. The co-ordination work has 
been properly done. 
The work has not produced new knowledge but has made existing methods more 
easily comparable and the proposed common framework for analysis within Member 
States is relevant for further EC initiatives. Such improvements of methods as are 
suggested represent a challenge for the Commission and the Concertation Committee, and 
both should give high priority to use the methods in decision processes. 
In further work it would be a great challenge to stimulate EU countries to 
implement the framework. An important step to enhance this process would be taken by 
integrating this tool into main EU policy areas such as those proposed by the 
Christophersen group and in the context of the Structural Funds. 
36 
CONCLUSIONS 
General 
The EURET programme has financed transport R&D with a total of ECU 
23.236.632 divided between 9 'shared cost actions' and 1 'concerted action'. The projects 
have been carried out over a period of 3 years. The size and duration of the programme 
have thus limited EURET to focus on only a part of transport related research needs. 
Within other R&D programmes at European level, notably those which are also 
specific programmes under the RTD Framework Programmes, much larger resources are 
being allocated. Notwithstanding the rationale and relevance of funding through a set of 
different procedures, the consequence is lesser transparency with respect to how, where 
and when transport R&D is financed via EC budgets. 
Under those circumstances it has been a correct strategy to let EURET finance few 
and quite specific and well chosen projects. The topics are marked by their centrality to 
the Common Transport Policy and the application of common systems for the trans-
European infrastructure. 
A relatively high priority, in terms of funds allocated, has been given to air 
transport and rail transport. These are also the two areas where main players at national 
and international level are clearly identifiable and whose involvement must be assured in 
the design, execution and implementation of a sector-oriented R&D programmes such as 
EURET. In concrete terms EURET has initiated and given focus to the link between 
research policy and transport policy at EC level. 
Results 
Air transport has received 33 % of EURET for three projects on different parts 
of air traffic management systems. This priority reflects the need for one European 
System with more capacity and compatible with ICAO norms In addition to technological 
results on a topic where there is an established international co-operation on advanced 
technologies, the projects have led in the right direction of positive synergy with 
EUROCONTROL and extended this organisation's research brief. 
Rail transport has received 25 % for research which likewise focuses upon rail 
traffic management systems and here it is even more urgent to find solutions. On-going 
investment in high speed links across Europe cannot be held back, but EURET may have 
helped to shorten the lead time to a future single European command and control system. 
It is therefore good that EURET has helped to establish a ground for co-operation among 
companies which rank among the most important R&D performers in their respective 
fields. The existing co-operation among national railways has been supported by 
EURET to run a dedicated research facility (ERRI and A200), which is a positive 
development. The role of the Commission in rail transport has been essential in bringing 
such co-operation to a level which now shows good signs of achieving results. 
Maritime transport has received 29% of EURET for four projects. As 
concentration is lacking in the sector itself, the challenges for European level R&D are 
different. International co-operation and conventions exist for maritime transport and the 
research has a bearing upon the standards for safety, for example. Notably the projects on 
37 
traffic management and high-tech ship components prove that a technology-push effect 
is relevant with regard to EC responsibilities for harmonisation, for direct regulations and 
for the transfer of best practices, even in situations where the best solutions are not 
necessarily those with the most high-tech equipment. 
Also the project on intermodal transport, which accounts for 11%, has usefully 
focused on selected problems of interoperability with results which, when further 
developed, can be profitably exploited across Europe. By broadening its scope to include 
more traditional technologies the project has shown how difficult the subject is and how 
important it is to take initiatives at EC level. The building of models is a relevant input 
to decision-making involving national and local authorities. 
Road transport research has been only marginally funded and has concentrated on 
cost-benefit and multi-criteria analyses producing an overview of existing methods. 
With subsequent extension to other transport modes as well, the proposed approach has 
yet to be tried out in the field. The modest EURET finance may be partly due to the fact 
that other EC programmes, such as DRIVE, give very large grants to road traffic research. 
Overall objectives 
In terms of achieving the objectives set out for EURET in 1990 by the Council 
decision, both the selection of topics and the choice of contractors have been successful 
albeit time and financial resources were such that the projects and the programme as a 
whole can only be seen as a pilot for further R&D. The research results have shown that 
EC level co-operation on transport R&D has an important contribution to make towards 
the preparation of other elements of the Common Transport Policy, in particular with 
regard to harmonisation, technical standards, safety requirements and upgrading of best 
practice for individual operators. 
Some EURET projects have carried design and specification studies forward to the 
demonstration phase, notably in the maritime and air transport areas. This is a necessary 
step for further transfer of knowledge and, of course, the visible impact upon 
environmental aspects, energy consumption and industrial competitiveness can only be 
expected later. 
As regards the effects of EURET upon EC policy for transport and transport 
related industrial policies a main result has been to open up the perspectives offered by 
targeted R&D, which are now pursued under the 4th Framework Programme for RTD. 
However, EURET is only one of several EC actions for R&D of relevance for transport. 
The specific programme for transport research under the 4th Framework Programme for 
RTD will allow topics from EURET to be carried on at a much larger scale. 
Finally, the Commission's management of EURET, being carried out by DG VII 
(Transport), has been supported by part of the EURET budget. This share, about 13%, 
seems excessive by usual standards. However, in view of the tasks involved during the 
launch and monitoring of a new programme, the proportion may be justified. 
38 
RECOMMENDATIONS 
Owing to the late date chosen by the Commission, Directorate-General VII, 
Transport, for this final evaluation of EURET, the recommendations from the Panel will 
have limited impact on the 4th Framework Programme for RTD, already approved and 
well under way. Nevertheless, the following recommendations are submitted with the hope 
that they will be helpful. 
Firstly, since EC R&D on transport is spread among a number of Directorate-
Generals and is financed under different programmes, proper steps must be taken by the 
Commission in order to aim at common, or at least coherent, objectives. An overall view 
of all actions in this field seems absolutely necessary; otherwise no authority will be able 
to assess, let alone to direct, the results of the R&D efforts with respect to the Common 
Transport Policy. 
Secondly, already when contracts after the first calls for proposals under the 4th 
Framework Programme are awarded and in all later phases a clear priority should be 
given to those problems which fall most certainly within the competence of the Union and 
that only the EC can solve. Two such topics appear after the EURET evaluation: 
• Research on control/command of high speed trains must lead, within the 
shortest possible time, to a new European system which no single Member 
State nor industrial company can be reasonably expected to develop to 
everybody's satisfaction. 
• Research on the very complex problem of combined transport must be 
pursued at EC level in order to give the best chances of providing Europe 
with the benefits expected from this concept. Preliminary budgetary figures 
of the 4th Framework Programme, given for information only to the Panel, 
created some concern among its members that this topic is expected to be 
financially supported from several DGs with funds allocated to individual 
transport modes, thus further emphasising the need for stronger 
management and control. 
Thirdly, R&D efforts consisted primarily of preliminary studies, collection of data, 
system design or review of methods and ended accordingly mostly with written reports. 
In the view of the Panel, it is important to go further, in the forthcoming phase, and 
validate these results, build demonstrators and test equipment where relevant. This has 
been shown for air traffic control and is immediately possible within combined transport 
and maritime transport. It will be needed soon for rail systems. 
Fourth, 'stop and go' decisions or excessive delays should be avoided between 
initial research and continuing development phases. This should be facilitated by the pluri-
annual nature of the 4th Framework Programme. 
Fifth, the Commission should continue and extend its co-operation with other 
organisations such as EUROCONTROL and the Council of European Railways and its 
research institute. 
Finally, the Commission should exert its leadership with respect to national, 
bilateral or multi-lateral R&D programmes on transport in Europe by providing clear and 
effective directions and seeking association whenever possible. 
39 

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