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PROJECT SYNOPSES 

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Sustainable na n Surface Transport or ort Research ch c Technological Development nt n nt 

and Integration e 

2002 - 2006 Projects Synopses

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Sustainable Surface Transport 

Research Technological Development 

and Integration 

2002 - 2006 Projects Synopses

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HOW TO USE THIS BOOK 

This book contains synopses of surface transport research projects co-fi nanced under the Sixth Research 

Framework Programme (FP6) of the European Commission. 

The synopses are intended to provide a brief overview of project objectives, technological approaches and 

expected achievements. Some administrative features and partnership details are also given, allowing for a 

more comprehensive description of the projects. The names and addresses of the project co-ordinators are 

provided, should any further information be required. 

Also included in the book are lists of National Contact Points and contact details of the Commission staff 

involved in surface transport research. A list of abbreviations is intended to assist the reader in understanding 

the notation used in throughout the book, especially country names, institutions and widely used technical 

terms. 

In addition, two indexes allow the identifi cation of projects by contract number and by project acronym. 

Finally, an alphabetical index of all project participants gives the page number of every project in which the 

participant is involved. 

3

European Surface Transport Research 

under the Sixth Framework Programme 

Effi cient transport is a fundamental condition for sustainable wealth and prosperity in Europe. Transport 

drives employment, economic growth and global exports. It provides European citizens, societies and 

economies with essential resources and means of mobility, while technological advances in transport 

stimulate and accelerate knowledge acquisition, innovation and European integration. All of this makes 

transport a cornerstone of the European Union’s Lisbon strategy for achieving the greatest knowledge-based 

economy in the world. 

But the increasing demand for mobility is also a major challenge. Rising levels of traffi c bring increased safety 

and health concerns. The environment suff ers from transport activities, with CO2 emissions now having a 

real impact on climate change. Meeting transport challenges will require radical solutions, highlighting the 

essential role of research. 

Transport – a critical industry 

Surface transport encompasses road, rail, and waterborne transport modes, each of which plays an important 

part in people’s daily lives. Effi cient surface transport is a central economic factor, supporting competitiveness 

and employment: 

• The road transport industry provides jobs for more than 14 million people and contributes 11% of 

European GDP. 

• Maritime transport accounts for 90% of EU external trade and over 40% of its internal trade. European 

shipbuilders have an annual turnover of €20 billion and employ some 350 000 people. European 

shipping controls more than 40% of the world fl eet with a direct employment of more than 1.5 million 

people and a turnover of more than 160 billion €. 

• Europe produces 60% of the world’s railway rolling stock, employing 250 000 people and creating an 

annual turnover of €20 billion. Rail operators employ 1 million people and account for €75 billion in 

turnover per year. 

Tough challenges ahead 

Current EU research and development in surface transport is aimed at four strategic objectives: 

• Reducing the environmental impact of transport, including harmful emissions and noise. 

• Improving the safety and security of transport operations and services. 

• Increasing the mobility of people and goods while achieving better balance among the three transport 

modes. 

• Improving the competitiveness of the European surface transport industries, including manufacturers 

and operators. 

Ongoing commitment to the ERA 

Introduction 

The Underlying concepts of the European Research Area (ERA) are co-operation, sharing and exchange. There 

are still barriers to overcome in order to create an open space for research in Europe. Such barriers include, for 

example, linguistic, administrative and cultural diff erences. 

The ERA initiative combines three complementary goals: 

• The creation of an ‘internal market’ in research, an area of free movement of researchers, technology 

and knowledge, with the aim of increasing co-operation, stimulating competition and achieving a 

better allocation of resources; 

• A restructuring of the European research fabric, in particular by improved coordination of national research 

activities and policies, which account for most of the research carried out and fi nanced in Europe; 

• The development of a comprehensive European research policy, addressing not only the funding of 

research activities, but also taking into account all relevant aspects of other EU and national policies. 

5

6 

The pooling of dispersed resources and expertise will allow the undertaking of more important and 

potentially more benefi cial research programmes. Improved information exchange and coordination will 

help to eliminate redundancy, increasing effi ciency and confi dence. Ultimately, the ERA will provide increased 

coherence and greater force for European research. 

Research instruments 

The Sixth Framework Programme (FP6) for Research, Technological Development and Demonstration 

Activities (2002-2006) made available a number of instruments for implementing research on selected 

priority themes, including Sustainable Surface Transport. 

The new FP6 instruments 

In addition to traditional research instruments available under previous Framework Programmes, two new 

instruments were added: 

• Integrated Projects (IPs) – designed to achieve ambitious and clearly defi ned scientifi c and 

technological objectives by building a critical mass of activities and resources. Each Integrated Project 

should be aimed at obtaining specifi c results relevant either to increasing European competitiveness 

or addressing major societal needs. 

• Networks of Excellence (NoEs) – bringing together resources and expertise around a joint programme 

of activities. The Network of Excellence is an instrument for promoting excellence by tackling the 

fragmentation of European research, where the main deliverable should be a durable structuring and 

shaping of the way that research is carried out on the topic being covered by the network. 

These new instruments are characterised by their capacity to integrate and mobilise European surface 

transport shareholders, helping to structure and integrate the fabric of European research. 

The traditional instruments 

• Specifi c Targeted Research projects (STREPs) – an advanced form of the shared-cost RTD and 

demonstration projects used in previous Framework Programmes. 

• Coordination Actions (CAs) – intended to promote and support the networking and coordination of 

research and innovation activities. 

• Specifi c Support Actions (SSAs) – to support the implementation of the Framework Programme and to 

help with preparations for future Community research policy activities. 

Sustainable Surface Transport Research under FP6 

Scope 

Sustainable Surface Transport priorities are aimed at solving problems linked to transport activities, from 

an all-encompassing and global perspective. Research eff orts focus on the development of new products 

and systems that are safer and more environmentally friendly, but also address the key problem of clean 

and cost-effi cient industrial processes, for the production, inspection, maintenance and recycling of vehicles, 

vessels and transport infrastructure. All of this is in support of the political orientations developed in the 2001 

Transport White Paper. 

Research priorities also encompass the development of systems and technologies for more effi cient interfacing 

between transport modes and the development of new approaches to improve rail interoperability. Finally, 

the integration of information and communications technologies (ICTs) is of importance in the optimisation 

of safety and infrastructure capacity. 

Main research areas 

Sustainable surface transport research in the Sixth Framework Programme addresses four broad objectives. 

Within each objective, two categories are defi ned: ‘research to support European transport policy’ and 

’research, technological development and integration’. Research initiatives under the fi rst category were 

implemented by the EU’s Transport and Energy Directorate-General (DG TREN) whereas those in the second 

were implemented by the Research Directorate-General (DG RTD). In the list below, the DG in charge of is 

indicated in brackets. This book only contains projects implemented by DG RTD.

OBJECTIVE 1: New technologies and concepts for all surface transport modes 

Research domains: 

• 1.1: Testing implementation and transition strategies for clean urban transport – CIVITAS II (DG TREN) 

• 1.2: High-quality public transport (DG TREN) 

• 1.3: Advancing knowledge on innovative measures in urban transport (DG TREN) 

• 1.4: Technologies for propulsion increasingly based on alternative and renewable fuels in vehicles and 

vessels, in particular the optimisation of engines, the development of new components and auxiliary 

systems, the combination of various types of motorizations and fuels for optimal propulsion effi ciency 

and cleanliness. (DG RTD) 

• 1.5: Integrating zero or near-zero emission propulsion systems and components such as fuel cells that 

off er high-energy effi ciency benefi ts. (DG RTD) 

• 1.6: Development of holistic noise abatement solutions which consider the entire vehicle/vessel and 

infrastructure system, new technologies and systems approaches for improved noise control at source 

and the further support to legislation. Particular attention given to urban areas. (DG RTD) 

• 1.7: Integration and validation of measurement and sensing technologies to ensure the optimised 

environmental operation of both vehicles/vessels and infrastructure. (DG RTD) 

• 1.8: Technologies and related legislation for the eff ective, safe and clean supply and delivery of 

alternative and renewable fuels at fuel distribution points. (DG RTD) 

• 1.9: Development of concepts for innovative, non-polluting means of transport to achieve a more 

eff ective organisation of urban transport of persons and goods that would, as a consequence, result in 

a more rational use of motorised traffi c. (DG RTD) 

• 1.10: Research to develop, compare and assess possible scenarios for the transport system and 

energy supply of the future, taking into account ongoing research outside the Research Framework 

Programme undertaken by or in co-operation with the Commission. (DG RTD) 

OBJECTIVE 2: Advanced design and production techniques 


Introduction 

• 2.1: Integration and standardisation of enhanced product development tools for design, simulation, 

prototyping, testing and risk management that would reduce product development time and all 

associated costs and resources. (DG RTD) 

• 2.2: Application of advanced design and manufacturing techniques used in vehicle production and 

infrastructure aiming at developing clean, silent, safe and comfortable products and services with 

reduced operational cost and energy consumption. (DG RTD) 

• 2.3: Development of advanced, low-mass material structures and systems for vehicles and vessels 

off ering product structural and functional integrity for rated performance at low cost. (DG RTD) 

• 2.4: Integration of manufacturing processes for products characterised by a high degree of complexity 

with emphasis on quality, cleanliness, fl exibility and cost eff ectiveness. (DG RTD) 

• 2.5: Development of strategies and processes for clean maintenance, dismantling and recycling of 

vehicles and vessels. Emphasis on clean, cost and energy eff ective processes, autonomous systems for 

maintenance and inspection, innovative dismantling and recycling operations. (DG RTD) 

• 2.6: Design and manufacture of new construction concepts for road, rail, waterborne and inter-modal 

infrastructures that are high quality, cost eff ective, energy effi cient, low noise, safer, risk mitigating and 

low maintenance. (DG RTD) 

• 2.7: Design and manufacturing technologies to improve vehicle/vessel interfaces with transport 

infrastructure and other vehicles/vessels from the same and diff erent transport modes including 

infrastructure vehicle inspection aspects. (DG RTD) 

7

8 

OBJECTIVE 3: Re-balancing and integrating different transport modes 


3.1 Implementation of change in the European railway system (DG TREN) 

3.2 New concepts for trans-European rail freight services (DG TREN) 

3.3 Freight transport corridors (DG TREN) 

3.4 Intermodal freight transport systems, technologies and strategies (DG TREN) 

3.5 Intermodal freight transport management system (DG TREN) 

3.6 Improved intermodal loading units (ILU) (DG TREN) 

3.7 Services and information for intermodal passengers (DG TREN) 

3.8 Logistics best practice (DG TREN) 

3.9 City logistics (DG TREN) 

3.10 Maritime navigation and information services (DG TREN) 

3.11 Safe, environmentally-friendly and effi cient shipping operations (DG TREN) 

3.12 Human resources development (DG TREN) 

3.13 Maritime transport co-ordination platform (DG TREN) 

3.14 Development of vehicle and vessel concepts for both passengers and freight, characterised by 

interoperability and inter-connectivity, for cross-operation between diff erent transport routes and 

networks supported by advanced mechatronics, on-board electronics, information and communication 

systems. (DG RTD) 

3.15 Development of new inter-modal vehicle/vessel concepts to attain optimal performance in 

terms of fuel economy, environmental impact (including noise), manoeuvrability (including obstacle 

avoidance), stability and maximum carrying volume. (DG RTD) 

3.16 Development of equipment, methods and systems for optimal accommodation, fast loading 

and unloading of intermodal transport units and defi nition of optimal use of storage space both in 

vehicles/vessels and terminals and effi cient fi nal distribution of goods. (DG RTD) 

3.17 Technologies to ensure eff ective, clean and safe operations of vehicles/vessels in terminals and 

minimisation of turn-round time combining manoeuvring assistance, terminal auxiliary services, waste 

management (including ballast water in ports) and integration of telematics support for improved 

communication with terminals control and management systems. (DG RTD) 

OBJECTIVE 4: Increasing road, rail and waterborne safety and avoiding traffi c 


• 4.1: Accident analysis and injury analysis (DG TREN) 

• 4.2: Driver safety training (DG TREN) 

• 4.3: Road infrastructure safety (DG TREN) 

• 4.4: Enforcement of traffi c rules and drivers’ aptitude to drive (DG TREN) 

• 4.5: Awareness campaigns and acceptability of measures (DG TREN) 

• 4.6: European service for electronic fee collection on roads (DG TREN) 

• 4.7: Multimodal real-time information for people on the move (DG TREN) 

• 4.8: Costs of transport infrastructure use (DG TREN) 

• 4.9: Optimal investments and charging (DG TREN) 

• 4.10: Pricing demonstrations (DG TREN) 

• 4.11: Integrating technologies for driving, piloting and manoeuvring assistance to improve safety and 

maximise the eff ective capacity of infrastructure, including the secure transportation of hazardous 

goods. (DG RTD)

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• 4.12: Developing technologies to sense and predict natural and infrastructure conditions aff ecting 

safety and effi ciency of transport operations. (DG RTD) 

• 4.13: Developing integrated safety systems which are reliable and fault tolerant (preventive, active and 

passive), taking into account human-machine interface concepts focusing on system implementation. 

(DG RTD) 

• 4.14: Designing user-friendly driver interfaces based on human-centred design philosophies, taking 

into consideration bio-mechanical ergonomics, injury reduction measures, environment perception 

and eff ective lay-out of signalling and piloting information for improved safety. (DG RTD) 

• 4.15: Developing computer-based training systems for drivers, that are cost eff ective, with monitoring 

capability of fi tness to navigate and muster, including crisis management conditions. (DG RTD) 

• 4.16: Development of technologies for intelligent management and guidance ■ systems, as part of a 

large-scale integration and validation platform, across modes, for the realisation of the intelligent 

transport vehicle and infrastructure of the future that will regulate vehicle speed and separation with 

high accuracy and reliability. (DG RTD) 

EU fi nancing of Surface Transport Research by objective 

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New Technologies and Concepts for all 

Surface Transport Modes (Road, Rail and 

Waterborne). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32% 

Advanced Design and Production 

Techniques. . . . . . . . . . . . . . . . . . . . . . . . . . . 42% 

Re-balancing and Integrating Diff erent 

Transport Modes . . . . . . . . . . . . . . . . . . . . . . .9% 

Increasing Road, Rail and Waterborne Safety 

and Avoiding Traffi c Congestion . . . . . . 15% 

Horizontal Activities . . . . . . . . . . . . . . . . . . . .2% 

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New Technologies and Concepts for all Surface Transport Modes 

(Road, Rail and Waterborne) 

Propulsion increasingly based on alternative and renewable fuels 

(Thermal engines, auxiliary systems and components, hybrid technology) . . . 48% 

Development of zero or near-zero emission propulsion 

(Hydrogen, fuel cells, electric vehicles) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25% 

Development of holistic noise abatement solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11% 

Integration and validation of measurement and sensing technologies . . . . . . . . . . .2% 

More eff ective organisation of urban transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12% 

Scenarios for the transport system and energy supply of the future . . . . . . . . . . . . . . .1% 

Advanced Design and Production Techniques 

Integration and standardisation of enhanced product development tools 

(Developing new advanced design tools) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27% 

Application of advanced design and manufacturing techniques 

(Using advanced design tools, new products and systems generation) . . . . . . . . 13% 

Development of advanced, low-mass material structures and systems . . . . . . . . . . .3% 

Integration of clean and economic manufacturing techniques . . . . . . . . . . . . . . . . . . . . 12% 

Strategies and processes for clean maintenance, dismantling 

and recycling of vehicles and vessels ( Including post-Prestige package) . . . . . . 12% 

Design and manufacture of new construction concepts for road, rail 

and inter-modal infrastructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22% 

Design and manufacturing technologies to improve vehicle/vessel interfaces . 11% 

Re-balancing and Integrating Diff erent Transport Modes 

Development of vehicle and vessel concepts, characterised 

by interoperability and inter-connectivity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50% 

Development of new inter-modal vehicle/vessel concepts . . . . . . . . . . . . . . . . . . . . . . . . . . 13% 

Development of logistics systems and concepts (Loading/unloading, 

containers, space optimisation in terminals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18% 

Technologies to ensure eff ective, clean and safe operations 

of vehicles/vessels in terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20% 

9 

Increasing Road, Rail and Waterborne Safety and Avoiding Traffi c Congestion 

Integrating assistance and decision support tools to facilitate driving, 

piloting and manoeuvring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27% 

Developing technologies to acquire and predict information 

on infrastructure conditions and parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10% 

Developing integrated safety systems (preventive, active and passive) . . . . . . . . 40% 

Developing computer-based training systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6% 

Development of a platform for the intelligent transport vehicle 

and infrastructure of the future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17%

10 

List of Abbreviations 

Countries 

AT Austria 

AU Australia 

BE Belgium 

BG Bulgaria 

BR Brazil 

CA Canada 

CH Switzerland 

CL Chile 

CN China 

CS Serbia And Montenegro 

CY Cyprus 

CZ Czech Republic 

DE Germany 

DK Denmark 

EE Estonia 

ES Spain 

FI Finland 

FR France 

GA Gabon 

GR Greece 

HR Croatia 

HU Hungary 

IE Ireland 

IL Israel 

IN India 

IT Italy 

JP Japan 

LT Lithuania 

LU Luxembourg 

LV Latvia 

MK The former Yugoslav Republic of Macedonia 

NL Netherlands 

NO Norway 

PH Philippines 

PL Poland 

PT Portugal 

RO Romania 

RU Russian Federation 

SE Sweden 

SI Slovenia 

SK Slovakia 

TH Thailand 

TR Turkey 

UA Ukraine 

UK United Kingdom 

WW Internationnal 

ZA South Africa 

Instruments: 

CA Coordination Action 

IP Integrated Project 

NoE Network of Excellence 

STP Specifi c Targeted Research Project

2TRAIN . . . . . . . . . . . . . . . . . . . . . . . . .423 

AC-DC . . . . . . . . . . . . . . . . . . . . . . . . . .195 

ACMARE (CA) . . . . . . . . . . . . . . .436 

ADOPT . . . . . . . . . . . . . . . . . . . . . . . . .390 

ALERT . . . . . . . . . . . . . . . . . . . . . . . . . .215 

APROSYS . . . . . . . . . . . . . . . . . . . . . .402 

APSN . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

ARCHES . . . . . . . . . . . . . . . . . . . . . . . .260 

AUTOSIM . . . . . . . . . . . . . . . . . . . . . .142 

AVATARS . . . . . . . . . . . . . . . . . . . . . . .263 

B-COOL . . . . . . . . . . . . . . . . . . . . . . . . . .20 

BaWaPla . . . . . . . . . . . . . . . . . . . . . . .160 

CAESAR . . . . . . . . . . . . . . . . . . . . . . . .348 

CALM II . . . . . . . . . . . . . . . . . . . . . . . . . .92 

CANTOR . . . . . . . . . . . . . . . . . . . . . . . . .95 

CAPOEIRA . . . . . . . . . . . . . . . . . . . .363 

CAREMAR . . . . . . . . . . . . . . . . . . . . .439 

CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 

CATIEMON . . . . . . . . . . . . . . . . . . .302 

CERTAIN . . . . . . . . . . . . . . . . . . . . . . .266 

CHINOS . . . . . . . . . . . . . . . . . . . . . . . .351 

CITYMOBIL . . . . . . . . . . . . . . . . . . .113 

CLEANENGINE . . . . . . . . . . . . . . . .23 

CONNECT . . . . . . . . . . . . . . . . . . . . .116 

CREATE3S . . . . . . . . . . . . . . . . . . . . .197 

CREATING . . . . . . . . . . . . . . . . . . . . .339 

CarCIM . . . . . . . . . . . . . . . . . . . . . . . . .200 

Cleanmould . . . . . . . . . . . . . . . . .203 

DE-LIGHT Transport . . . . .186 

DIFIS . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 

DSS-DC . . . . . . . . . . . . . . . . . . . . . . . .370 

ECO-ENGINES . . . . . . . . . . . . . . . . .26 

ECODISM . . . . . . . . . . . . . . . . . . . . .224 

ECODOCK 

(ex GREENDOCK) . . . . . . . . . .227 

EFFORTS . . . . . . . . . . . . . . . . . . . . . .366 

ERTRAC . . . . . . . . . . . . . . . . . . . . . . . .442 

ERTRAC II . . . . . . . . . . . . . . . . . . . . .445 

EU-MOP . . . . . . . . . . . . . . . . . . . . . . .230 

EUDDplus . . . . . . . . . . . . . . . . . . . .330 

EURFORUM . . . . . . . . . . . . . . . . . .119 

EURNEX . . . . . . . . . . . . . . . . . . . . . . . .448 

EcoLanes . . . . . . . . . . . . . . . . . . . . . .269 

Europac . . . . . . . . . . . . . . . . . . . . . . . .304 

FELICITAS . . . . . . . . . . . . . . . . . . . . . . .65 

FIDEUS . . . . . . . . . . . . . . . . . . . . . . . . .122 

FLAGSHIP . . . . . . . . . . . . . . . . . . . . .373 

FastRCargo . . . . . . . . . . . . . . . . . . .354 

GIFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163 

GREEN . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 

HANDLING WAVES . . . . . . .166 

HERCULES . . . . . . . . . . . . . . . . . . . . . .32 

HI-CEPS . . . . . . . . . . . . . . . . . . . . . . . . . .35 

HISMAR . . . . . . . . . . . . . . . . . . . . . . . .233 

HOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 

HOST . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 

HP FUTURE-Bridge . . . . . . .272 

HTA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

HYHEELS . . . . . . . . . . . . . . . . . . . . . . . .71 

HYICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 

HYSYS . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 

HeavyRoute . . . . . . . . . . . . . . . . .429 

HyTRAN . . . . . . . . . . . . . . . . . . . . . . . . .80 

ILHYPOS . . . . . . . . . . . . . . . . . . . . . . . . .83 

IMPECC2 . . . . . . . . . . . . . . . . . . . . . .107 

IMPROVE . . . . . . . . . . . . . . . . . . . . . .169 

INFRACLEAR . . . . . . . . . . . . . . . . .307 

INMARE . . . . . . . . . . . . . . . . . . . . . . . .376 

INNOTRACK . . . . . . . . . . . . . . . . .275 

INQUEST . . . . . . . . . . . . . . . . . . . . . . . .98 

INTEGRAIL . . . . . . . . . . . . . . . . . . . .432 

INTERGAUGE . . . . . . . . . . . . . . . .310 

INTRO . . . . . . . . . . . . . . . . . . . . . . . . . .393 

IPSY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 

Projects by acronym 

ISLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

ISTU . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

ITARI . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 

InterSHIP . . . . . . . . . . . . . . . . . . . . . .148 

LITEBUS . . . . . . . . . . . . . . . . . . . . . . . .189 

LOGBASED . . . . . . . . . . . . . . . . . . .345 

MARSTRUCT . . . . . . . . . . . . . . . . .151 

MC-WAP . . . . . . . . . . . . . . . . . . . . . . . . .86 

METHAPU . . . . . . . . . . . . . . . . . . . . . .41 

MISS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

MODBRAKE . . . . . . . . . . . . . . . . . .333 

MODTRAIN . . . . . . . . . . . . . . . . . . .336 

MODURBAN . . . . . . . . . . . . . . . . .172 

NG2SHIPI/F . . . . . . . . . . . . . . . . . .315 

NICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 

NICHES . . . . . . . . . . . . . . . . . . . . . . . . .128 

NR2C . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

OFIENGINE . . . . . . . . . . . . . . . . . . .206 

OPTO-EMI-SENSE . . . . . . . . .110 

OSH . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 

PAGODE . . . . . . . . . . . . . . . . . . . . . . . . .47 

PISa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

POMEROL . . . . . . . . . . . . . . . . . . . . . .89 

POP&C . . . . . . . . . . . . . . . . . . . . . . . . .379 

POSSEIDON . . . . . . . . . . . . . . . . . . . .50 

QCITY . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

RAILCOM . . . . . . . . . . . . . . . . . . . . . .317 

RC2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

REACT . . . . . . . . . . . . . . . . . . . . . . . . . .399 

ROTISII . . . . . . . . . . . . . . . . . . . . . . . . .239 

Railenergy . . . . . . . . . . . . . . . . . . . . . .53 

SAFE OFFLOAD . . . . . . . . . . . .177 

SAFE-RAIL . . . . . . . . . . . . . . . . . . . .284 

SAFECRAFTS . . . . . . . . . . . . . . . .382 

SAFEDMI . . . . . . . . . . . . . . . . . . . . . .411 

SAFEDOR . . . . . . . . . . . . . . . . . . . . .154 

SAFEICE . . . . . . . . . . . . . . . . . . . . . . . .385 

SAFEINTERIORS . . . . . . . . . . . .414 

SAFETOW . . . . . . . . . . . . . . . . . . . . .388 

SAND.CORe . . . . . . . . . . . . . . . . . .192 

SCOUT . . . . . . . . . . . . . . . . . . . . . . . . .287 

SECURCRANE . . . . . . . . . . . . . . .357 

SEES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

SELCAT . . . . . . . . . . . . . . . . . . . . . . . . .417 

SHIPMATES . . . . . . . . . . . . . . . . . .245 

SILENCE . . . . . . . . . . . . . . . . . . . . . . .104 

SIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

SIMBA . . . . . . . . . . . . . . . . . . . . . . . . . .452 

SLC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

SMOOTH . . . . . . . . . . . . . . . . . . . . . .180 

SPENS . . . . . . . . . . . . . . . . . . . . . . . . . .290 

SPREEX . . . . . . . . . . . . . . . . . . . . . . . . .248 

SPURT . . . . . . . . . . . . . . . . . . . . . . . . . .320 

STEPS . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

SUPERPROP . . . . . . . . . . . . . . . . .251 

ShipDismantl . . . . . . . . . . . . . . .254 

Sustainable Bridges . . . . .293 

TOP EXPERT . . . . . . . . . . . . . . . . . . .56 

TOPMACS . . . . . . . . . . . . . . . . . . . . . . .59 

TRAIN-ALL . . . . . . . . . . . . . . . . . . . .426 

TRANSPOWER . . . . . . . . . . . . . .131 

TRIAS . . . . . . . . . . . . . . . . . . . . . . . . . . .137 

TRIMOTRANS . . . . . . . . . . . . . . .360 

TURNOUTS . . . . . . . . . . . . . . . . . . .296 

ULYSSES . . . . . . . . . . . . . . . . . . . . . . . . .62 

UNIACCESS . . . . . . . . . . . . . . . . . .323 

URBAN TRACK . . . . . . . . . . . . . .299 

VIRTUE . . . . . . . . . . . . . . . . . . . . . . . . .157 

VISIONS . . . . . . . . . . . . . . . . . . . . . . . .326 

VISIONS . . . . . . . . . . . . . . . . . . . . . . . .183 

WIDEM . . . . . . . . . . . . . . . . . . . . . . . . .257 

11

Table of contents 

New Technologies and Concepts for all Surface Transport Modes (Road, Rail and Waterborne) . . . . 19 


(Thermal engines, auxiliary systems and components, hybrid technology) 

B-COOL - Low-cost and High-fffi ciency CO2 Mobile Air Conditioning System for Lower Segment Cars. . . . . . . . . 20 

CLEANENGINE - Advanced technologies for highly effi cient Clean Engines working 

with alternative fuels and lubes.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

ECO-ENGINES - Energy COnversion in Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

GREEN - Green Heavy Duty Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

HERCULES - High-effi ciency Engine R&D on Combustion with Ultra-low Emissions for Ships. . . . . . . . . . . . . . . . . . . . . . . 32 

HI-CEPS - Highly Integrated Combustion Electric Propulsion System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

IPSY - Innovative Particle Trap System for Future Diesel Combustion Concepts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 

METHAPU - Validation of a Renewable Methanol-based Auxiliary Power System for Commercial Vessels. . . . 41 

NICE - New Integrated Combustion System for Future Passenger Car Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 

PAGODE - Post-treAtment for the next Generation Of Diesel Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 

POSSEIDON - Progressive Oil Sensor System for Extended Identifi cation ON-Line. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 

Railenergy - Innovative Integrated Energy Effi ciency Solutions for Railway Rolling Stock, 

Rail Infrastructure and Train Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53 

TOP EXPERT - TAILORED ON-BOARD ACTIVATED AGENTS PRODUCTION 

FOR EXHAUST AFTERTREATMENT PERFORMANCE ENHANCEMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57 

TOPMACS - Thermally Operated Mobile Air Conditioning Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 

ULYSSES - The Future Propulsion as ONE System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 


(Hydrogen, fuel cells, electric vehicles) 

FELICITAS - Fuel-cell Powertrains and Clustering in Heavy-duty Transports. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65 

HOPE - High Density Power Electronics for FC- and ICE-Hybrid Electric Vehicle Powertrains. . . . . . . . . . . . . . . . . . . . . . . . .68 

HYHEELS - Optimisation of Hydrogen-powered Internal Combustion Engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 

HYICE - Optimisation of a Hydrogen Powered Internal Combustion Engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 

HYSYS - Fuel-Cell Hybrid Vehicle System Component Development. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77 

HyTRAN - Hydrogen and Fuel-Cell Technologies for Road Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 

ILHYPOS - Ionic Liquid-based Hybrid Power Supercapacitors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 

MC-WAP - Molten-carbonate fuel Cells for Waterborne APplication. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 

POMEROL - Realizing Enhanced Safety and Effi ciency in European Road Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .89 

Development of holistic noise abatement solutions 

CALM II - Advanced Noise Reduction Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 

CANTOR - Coordinating Noise Transportation Research and Engineering Solutions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 

INQUEST - Information Network on QUiet European road Surface Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 

QCITY - Quiet City Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

SILENCE - Quieter Surface Transport in Urban Areas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Integration and validation of measurement and sensing technologies 

IMPECC2 - Infrared Microsystem for Polluting Emission Control on Cars 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 

OPTO-EMI-SENSE - An Optical Fibre-based Sensor Intelligent System for Monitoring 

and Control of Exhaust Emissions from Road Vehicles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 

More eff ective organisation of urban transport 

CITYMOBIL - Towards Advanced Road Transport for the Urban Environment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

CONNECT - Coordination of CONcepts for NEw Collective Transport. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

EURFORUM - European Research Forum for Urban Mobility. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 

FIDEUS - Freight Innovative Delivery in European Urban Spaces. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

HOST - Human Oriented Sustainable Transport mean. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 

NICHES - New and Innovative Concepts for Helping European Transport Sustainability. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 

TRANSPOWER - Supervised Implementation of Sustainable Urban Transport Concepts. . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

13

14 

Scenarios for the transport system and energy supply of the future 

STEPS - Scenarios for the Transport System and Energy Supply and their Potential Eff ects. . . . . . . . . . . . . . . . . . . . . . . . .135 

TRIAS - Sustainability Impact Assessment of Strategies Integrating Transport, 

Technology and Energy Scenarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 

Advanced Design and Production Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 


(Developing new advanced design tools) 

AUTOSIM - Development of Best Practices and Identifi cation of Breakthrough Technologies 

in Automotive Engineering Simulation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

HTA - An Alliance to Enhance the Maritime Testing Infrastructure in the EU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

InterSHIP - Integrated Collaborative Design and Production of Cruise Vessels, 

Passenger Ships and RoPax. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148 

MARSTRUCT - Network of Excelence on Marine Structures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

SAFEDOR - Design, Operation and Regulation for Safety. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

VIRTUE - The Virtual Tank Utility in Europe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

BaWaPla - Sustainable Ballast Water Management Plant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

GIFT - Gas import fl oating terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163 

HANDLING WAVES - Decision-Support System for Ship Operation in Rough Weather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 

IMPROVE - Design of Improved and Competitive Products using 

an Integrated Decision-support System for Ship Production and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

MODURBAN - Modular Urban-guided Rail Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

PLUG - Power Generation during Loading and Unloading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

SAFE OFFLOAD - Safe Offl oading from Floating LNG Platforms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 

SMOOTH - Sustainable Methods for Optimal design and Operation of ships with air-lubricaTed Hulls . . . . . . .180 

VISIONS - Visionary Concepts for Vessels and Floating Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

Development of advanced, low-mass material structures and systems 

DE-LIGHT Transport - Developing Lightweight Modules for Transport Systems featuring Effi cient 

Production and Life-cycle Benefi ts at Structural and Functional Integrity using Risk-based Design . . . . . . . . . . . .186 

LITEBUS - Modular Lightweight Sandwich Bus Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

SAND.CORe - Coordination Action on Advanced Sandwich Structures in the Transportation Industry . . . . . . .192 

Integration of clean and economic manufacturing techniques 

AC-DC - Automotive Chassis Development for 5-day Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

CREATE3S - Production to improve total effi ciency of new generation short sea shipping . . . . . . . . . . . . . . . . . . . . . . . . . .197 

CarCIM - Integration of Two-component Ceramic Injection Moulding for Large-scale Production 

of Novel Multifunctional Ceramic Components for Automotive and Railway Applications . . . . . . . . . . . . . . . . . . . . . . . . .200 

Cleanmould - Boat Hulls with Enhanced Performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

OFIENGINE - Development of the New Thermal Spraying Equipment and Technology 

for Production of Components for Marine Transport Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

RC2 - Reduction of Cycle and Cost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

SLC - Sustainable Production Technologies of Emission-reduced Lightweight Car Concepts . . . . . . . . . . . . . . . . . . . . . .212 

Strategies and processes for clean maintenance, dismantling and recycling 

of vehicles and vessels (Including post-Prestige package) 

ALERT - Assessment of Life-cycle Eff ect of Repairs on Tankers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215 

CAS - Cost-eff ective Inspection and Structural Maintenance for Ship Safety 

and Environmental Protection throughout its Life Cycle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 

DIFIS - Double Inverted Funnel for Intervention on Shipwrecks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 

ECODISM - Ecological and Economical Development of Innovative Strategy and Process 

for Clean Maintenance, Dismantling and Further Recycling of Vehicle Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

ECODOCK (ex GREENDOCK) - Enviromentally friendly coatings for ship building and ships in operation . . .227 

EU-MOP - Elimination Units of Marine Oil Pollution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230 

HISMAR - Hull Identifi cation System for Marine Autonomous Robotics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

OSH - Oil Sea Harvester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236

ROTISII - Remotely Operated Tanker Inspection System II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

SEES - Sustainable Electrical and Electronic System for the Automotive Sector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

SHIPMATES - Ship Repair to Maintain Transport which is Environmentally Sustainable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 

SPREEX - Spill Response Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

SUPERPROP - Superior Lifetime Operation Economy of Ship Propellers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

ShipDismantl - Cost-Eff ective and Environmentally Sound Dismantling of Obsolete Vessels . . . . . . . . . . . . . . . . . . . . . .254 

WIDEM - Wheelset Integrated Design and Eff ective Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 

Design and manufacture of new construction concepts for road, rail 

and inter-modal infrastructures 

ARCHES - Assessment and Rehabilitation of Central European Highway Structures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 

AVATARS - Advanced Virtual Agents for Testing the Accessibility of Rail Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 

CERTAIN - Central European Research in Road Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .266 

EcoLanes - Economical and Sustainable Pavement Infrastructure for Surface Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

HP FUTURE-Bridge - High-Performance (Cost Competitive, Long Life and Low Maintenance) 

Composite Bridges for Rapid Infrastructure Renewal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

INNOTRACK - Innovative Track Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

ITARI - Integrated Tyre and Road Interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 

NR2C - New Road Construction Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

SAFE-RAIL - Development of an Innovative Ground-Penetrating Radar System for Fast 

and Effi cient Monitoring of Rail-Track Substructure Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

SCOUT - Sustainable Construction of Underground Transport Infrastructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 

SPENS - Sustainable Pavements for EU New Member States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290 

Sustainable Bridges - Assessment for future traffi c demands and longer lives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

TURNOUTS - New Concepts for Turnouts in Urban Rail Transit Infrastructures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 

URBAN TRACK - Urban Rail Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Design and manufacturing technologies to improve vehicle/vessel interfaces 

CATIEMON - Catenary Interface Monitoring Coherent sensing technology for electrical railway 

infrastructure and rolling stock for interoperable cross boundary transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 

Europac - European Optimised Pantograph-Catenary Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304 

INFRACLEAR - Rail Infrastructure Clearance Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307 

INTERGAUGE - Interoperability, Security and Safety of Goods Movement with 1435 and 1520 (1524) mm 

Track Gauge Railways: New Technology in Freight Transport including Hazardous Products . . . . . . . . . . . . . . . . . . . . . .310 

ISLE - Integrated communicating solid-state light engine for use in automotive forward lighting 

and information exchange between vehicles and infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

NG2SHIPI/F - New-generation Natural Gas Ship Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

RAILCOM - Electromagnetic Compatibility between Rolling Stock and Rail-infrastructure 

encouraging European Interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

SPURT - Seamless Public Urban Rail Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320 

UNIACCESS - Design of Universal Accessibility Systems for Public Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 

VISIONS - Vehicular Information System Interface for Open Network Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

Re-balancing and Integrating Different Transport Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329 

Development of vehicle and vessel concepts, characterised by interoperability and inter-connectivity 

EUDDplus - European Driver’s Desk Advanced Concept Implementation - 

Contribution to Foster Interoperability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

MODBRAKE - Innovative Modular Brake Concepts for the Integrated European 

High-speed Railway System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333 

MODTRAIN - Innovative Modular Vehicle Concepts for an Integrated European Railway System . . . . . . . . . . . . . . . .336 

Development of new inter-modal vehicle/vessel concepts 

CREATING - Concepts to reduce environmental impact and attain optimal transport performance 

by inland navigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

ISTU - Integrated Standard Transport Unit for Self-guided Freight Container 

Transportation Systems on Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

LOGBASED - Logistics-based Ship Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

15

16 

Development of logistics systems and concepts 

(Loading/unloading, containers, space optimisation in terminals) 

CAESAR - Coordination Action for the European Strategic Agenda of Research 

on Intermodalism and Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 

CHINOS - Container Handling in Intermodal Nodes - Optimal and Secure! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

FastRCargo - Fast Transhipment Equipment and Novel Methods for Rail Cargo in Europe . . . . . . . . . . . . . . . . . . . . . . . . . .354 

SECURCRANE - Design of an Innovative System for the Drive and Control of Port Cranes 

for Safe Remote Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357 

TRIMOTRANS - Development of new intermodal loading units and dedicated adaptors 

for the trimodal transport of bulk materials in Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

Technologies to ensure eff ective, clean and safe operations of vehicle/vessels in terminals 

CAPOEIRA - Coordination Action of Ports for integration Of Effi cient Innovations 

and development of adequate Research, development and innovation Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .363 

EFFORTS - EFFective Operation in poRTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Increasing Road, Rail and Waterborne Safety and Avoiding Traffi c Congestion . . . . . . . . . . . . . . . . 369 

Integrating assistance and decision support tools to facilitate driving, piloting and manoeuvring 

DSS-DC - Decision-support System for Ships in Degraded Condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370 

FLAGSHIP - European Framework for Safe, Effi cient and Environmentally Friendly Ship Operations . . . . . . . . . . .373 

INMARE - Technologies and Methodologies for Safe, Environmentally Friendly 

and Effi cient Shipping Operations of the Future . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

POP&C - Pollution Prevention and Control-safe Transportation of Hazardous Goods by Tankers . . . . . . . . . . . . . . . .379 

SAFECRAFTS - Safe Abandoning of Ships - Improvement of Current Lifesaving Appliances Systems . . . . . . . . . .382 

SAFEICE - Increasing the Safety of Icebound Shipping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

SAFETOW - Strategic Aid for Escort Tugs at Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388 

Developing technologies to acquire and predict information 

on infrastructure conditions and parameters 

ADOPT - Advanced Decision-support System for Ship Design, Operation and Training . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390 

INTRO - Intelligent Roads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 

MISS - Monitor Integrated Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

REACT - Realising Enhanced Safety and Effi ciency in European Road Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

Developing integrated safety systems (preventive, active and passive) 

APROSYS - Advanced Protection Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

APSN - Network of Excellence on Advanced Passive Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

PISa - Powered Two-wheeler Integrated Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

SAFEDMI - Safe Driver Machine Interface (DMI) for ERTMS automatic train control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411 

SAFEINTERIORS - Train Interior Passive Safety for Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

SELCAT - Safer European Level Crossing Appraisal and Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

SIM - Safety In Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

Developing computer-based training systems 

2TRAIN - Training of Train Drivers in Safety Relevant Issues with Validated 

and Integrated Computer-based Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

TRAIN-ALL - Integrated System for driver TRaining and Assessment using Interactive education 

tools and New training curricula for ALL modes of road transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Development of a platform for the intelligent transport vehicle and infrastructure of the future 

HeavyRoute - Intelligent Route Guidance for Heavy Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429 

INTEGRAIL - Intelligent Integration of Railway Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432

Horizontal Activities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .435 

ACMARE (CA) - Coordination Action to Implement an Advisory Council 

for Maritime Transport Research in Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436 

CAREMAR - Coordinated Academic RTD and Education Supporting Innovation in Marine Industries . . . . . . . .439 

ERTRAC - European road transport research advisory council european road transport 2020 

a vision and strategic research agenda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 

ERTRAC II - Technology Platform for European Road Transport Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 

EUR2EX - European Rail Research Network of Excellence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

SIMBA - Strengthening Road Transport Research Co-operation between Europe 

and Emerging International Markets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

Indexes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .455 

Projects Information contacts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .456 

Projects by Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .457 

Projects by Contracts Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .458 

Index of Participants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .460 

17

New Technologies and Concepts 

for all Surface Transport Modes 

(Road, Rail and Waterborne)

20 



B-COOL 

Low-cost and High-fffi ciency CO 2 Mobile 

Air Conditioning System for Lower 

Segment Cars 

The project aims at developing a new high-effi ciency, low-cost air-conditioning 

system using CO 2 as a refrigerant for small cars (A and B segments). Methods 

to assess performance, annual fuel consumption and environmental impact will be 

identifi ed, constituting a preliminary step for new EU standards. 

Background 

In the Sixth Framework Programme, a specifi c call was published on “…highly effi cient air conditioning 

systems with near zero greenhouse gas emissions and elimination of hydrofl uorocarbon (HFC) …” 

This project addresses that call and its main objective focuses on the development of a new low-cost, higheffi 

ciency mobile air conditioning system based on R744 (CO 2 ) working fl uid. This is because the application 

of these systems to the lower segment cars represents a real bottleneck due to the cost and energy 

consumption constraints. In fact, the state-of-the-art R744 systems are too expensive and sophisticated for 

the A, B and low priced C-car segments and light commercial vehicles. 

For this reason, the system developed in the framework of the B-COOL project will be cost and energy 

eff ective so as to allow an easier and more rapid HFC replacement in the automotive sector. 

The B-COOL project contributes to the objectives of the Kyoto protocol by: 

• the reduction of CO 2 emissions resulting from high effi ciency, in comparison to a non-optimised R744 

system or the present R134a system 

• the elimination of CFC/HCFC/HFC refrigerants (100% reduction 

• the availability of a low-cost system to allow its diff usion on small and medium-sized cars (70% of the 

EU market). 

Objectives 

The major objective of the project is the development of an innovative low-cost and high-effi ciency mobile air 

conditioning system based on the CO 2 (i.e. R744) vapour compressor cycle for low-cost vehicles, integrating 

the eff orts made recently and addressed to higher class vehicles. 

This target will be achieved with a systemic approach that starts with the identifi cation of the most suitable 

system architecture and proceeds with the development of new components and their optimisation, their 

integration on the system and on the vehicle. 

The development will be supported by the technological feasibility analysis that will lead to the realisation of 

results suitable for rapid exploitation. 

Besides this main objective, methods to assess performance, annual fuel consumption and environmental 

impact will be identifi ed and validated to constitute a preliminary step for new EU standards. 

The B-COOL system (low-cost and high-effi ciency R744 MAC) will support the EU eff orts to reduce resistance 

to the HFC ban and allow a rapid diff usion of the new system with the related environmental benefi ts, thus 

making EU industries more competitive.

Description of work 



The work programme is organised following the logical steps required to develop an automotive airconditioning 

system. Firstly, the reference vehicle and major system requirements are identifi ed: target 

performance, cost estimation and technological aspects. 

Then common and agreed assessment methods and procedures will be identifi ed, gathering all the partners’ 

competencies so as to make the system’s real characteristics evident and to be able to estimate the system’s 

true environmental impact and perceived performance. 

The development of the system architecture and components represents the crucial phase of the project. 

Using advanced system modelling, the most suitable system architecture and component requirements 

will be defi ned, taking into account the constraint of the two reference vehicles. Innovative components 

matching the requirements will then be designed and realised, and the systems assembled and characterised. 

The compressors will be derived from the ongoing development of the responsible tier one suppliers, as new 

developments are not compatible with the timing and budget of the project. 

Then the systems will be integrated in the demonstrators, tuned and tested following the procedure 

identifi ed in the project. 

The new systems will be compared with the reference systems and with other competitor technologies in 

terms of environmental impact and cost. 

Results 

Two demonstration vehicles will be realised, one based on a Fiat Panda with an automatic climate control 

and one based on a Ford Ka with a manual air conditioning system. 

Both vehicles will be equipped with a specifi c version of the B-COOL system. 

The developed systems will have a target cost of about €30 more than the baseline, will be 10% more effi cient 

and will be equivalent to the references for all the other features. 

The following experimental and assessment procedures will be also identifi ed in the framework of the 

project: 

• assess the system effi ciency on a bench 

• assess the additional fuel consumption, the associated comfort level and the specifi cation of the 

testing facility 

• an algorithm to estimate the mean annual fuel consumption due to air conditioning depending on the 

geographical area 

• estimate the environmental impact (production, usage and maintenance including direct and indirect 

eff ects, dismantling). 

• These procedures will be applied to the demonstrator vehicles and to the reference vehicles so as to 

create an initial database. They will contribute to the defi nition of the European Standard to assess the 

MAC system performance and environmental impact. 

Keywords: Air conditioning, refrigeration, environmental impact, greenhouse eff ect, greenhouse 

emissions, car, vehicle, carbon dioxide 

B-Class Vehicle 

Technical Advances 

R134a B-COOL 

Comfort rate (1-10 scale) 7.5 

Fuel over consumption 

(l/100km) @ 28 °C - 

50 % R.H. NEDC cycle 

18% 14% 

Cost - 500 kPcs/year 

(Euro) 

185 215 

Weight (kg) 10.5 11.5 

Reliability - failure freq. 

12 months 

Re - Charge period 

(minimum) 

Equivalent to 

present R134a 

systems 

2 year 2 year 

Safety 100% 100% 

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Acronym: B-COOL 

Name of proposal: Low-cost and High-fffi ciency CO 2 Mobile Air Conditioning System 

for Lower Segment Cars 

Contract number: TST4-CT-2005-012394 

Instrument: STP 

Total cost: 4 649 220 € 

EU contribution: 2 548 510 € 

Call: FP6-2003-Transport 3 

Starting date: 01.03.2005 

Ending date: 31.08.2008 

Duration: 42 months 

Sector: Road 

Objective: New Technologies and Concepts for all Surface Transport Modes 


Research domain: Propulsion increasingly based on alternative and renewable fuels 

Website: 


http://www.b-cool.info 

Coordinator: Dr Malvicino Carloandrea 

Centro Ricerche Fiat 

Strada Torino 50 

E-mail: 

IT 10043 Orbassano 

carloandrea.malvicino@crf.it 

Tel: +39 0119083260 

Fax: +39 0119083898 

Partners: Delphi Automotive Sistems Luxemburg SA LU 

Valeo Climatisation FR 

Mafl ow S.p.A. IT 

Hydro Alunova a.s (Hydro Aluminium Precision Tubing Tonder a.s) DK 

Association pour la Recherche et le Développement des Méthodes 

et Processus Industriels FR 

SINTEF Energy Research NO 

Technische Universität Carolo Wilhelmina zu Braunschweig DE 

Ford-Werke AG DE



CLEANENGINE 

Advanced technologies for highly effi cient 

Clean Engines working with alternative 

fuels and lubes 

CLEANENGINE is focused on developing modern clean internal combustion 

engines based on liquid biofuels coming from biomass (biodiesel and bioethanol) 

and environmentally friendly and ash-free lubes and/or lubrication concepts. The 

objective is to increase effi ciency and minimise harmful emissions. 

Background 

In recent years, the main incentives towards biofuel technology were provided by the need to reduce the 

western world’s dependence on fossil fuels, the demand of the agricultural sector to be opened towards 

new products and markets, and the environmental need to face the increasing greenhouse eff ect. For these 

reasons biofuels represent an attractive alternative to conventional oil-derived energy sources as they can 

fuel the well-proven IC engines. Their extensive introduction on the market will be principally driven by the 

results of further studies on their technical performances, and by their cost competitiveness, sustainability 

and related legislation, regulation and standards. 

This project mainly addresses two of these issues: the planned research activities will evaluate and optimise 

the eff ect of the combined usage of biofuels and biolubes in current IC engine performances, in terms of 

effi ciency and emissions, and the environmental impact of renewable fuel and lube production and usage 

phases by the so-called ‘well-to-wheel’ analysis. 

Objectives 

The main objective of CLEANENGINE is the optimisation of modern clean IC engines working with liquid 

biofuels coming from biomass and environmentally friendly and ash-free lubes. 

Diesel and gasoline engine confi gurations will be evaluated and compatible solutions in terms of materials 

(base materials and anti-corrosion, low-friction coatings), engine part geometry and after-treatment systems 

will be developed in order to: 

• increase engine effi ciency (by reducing internal friction and improving combustion 

• reduce CO 2 emissions at the source (taking into account the complete lifecycle of the biofuels) 

• reduce NO x , CO and PM emissions when using mixtures of oxygenated biofuels as bioethanol 

• improve the technological and industrial practice related to the use of alternative fuels in combination 

with environmentally friendly lubricants 

• increase the utilisation share of biofuels. 


To achieve the targets mentioned above, the following research areas will be covered: 

• Development of raw materials and additives 

• Evaluation and selection of the best alternative fuel mixtures and additive packages 

• Development of suitable low emission lubricants and lubrication systems 

• Evaluation of the engine materials’ compatibility with biofuels and lubes and the development of new 

tailored coatings 

23

24 



• Simulation of injection and combustion phases, and optimisation of injection strategies and engine 

part geometry 

• Development of specifi c aftertreatment systems and optimisation of the catalytic converter and fi lter 

confi gurations 

• Lifecycle analysis of biofuels and alternative lubes in all phases from production to usage. 

All these activities will be addressed and supported by the continuous feedback given by an extensive 

engine-testing programme that, in parallel, will evaluate and assess the proposed engine modifi cations. 

Results 

The project will deliver optimised car, leisure boat and ship engines capable of running on high biofuel 

content blends and lubricated by optimized biolubricants, while achieving high effi ciencies and very low 

emissions through specifi c aftertreatment systems. 

CLEANENGINE fulfi ls an industrial and societal need while facing an environmental problem linked to a 

currently used mass product, the internal combustion engine. Its outcome will have a large impact and benefi t 

on the quality and lifetime of the engine, the level of pollution and, fi nally, on increasing the employment 

deriving from the usage of alternative fuels and oils.



Acronym: CLEANENGINE 

Name of proposal: Advanced technologies for highly effi cient Clean Engines working 

with alternative fuels and lubes 



Total cost: 3 646 137 € 





Sector: Road 





Coordinator: Ms Gili Flavia 

C.R.F. Società Consortile per Azioni 


E-mail: 

IT 10043 Orbassano (TO) 

fl avia.gili@crf.it 

Tel: +39 011 9083 301 

Fax: +39 011 9083 666 

Partners: Federal Institute for Materials Research and Testi DE 

Fundación TEKNIKER ES 

ABAMOTOR ENERGIA, SL ES 

F.I.R.A.D. S.p.A. IT 

FUCHS Europe Schmierstoff e GmbH DE 

Arizona Chemical B.V NL 

Research and Development Centre for Petroleum Industry PL 

ECOCAT OY FI 

AVL List GmbH AT 

GUASCOR INVESTIGACIÓN Y DESARROLLO, S.A. ES 

Istituto Motori - CNR IT 

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ECO-ENGINES 

Energy COnversion in Engines 

ECO-ENGINES aims to set up a virtual research centre (VRC) on advanced engine 

combustion modes for road transport, giving special emphasis to the use of 

alternative and renewable fuels, and establishing it as a world reference in the 

domain. 

Background 

Research on energy conversion in engines in the last decade in Europe, Japan and the USA has shown the 

great potential of advanced combustion modes like CAI, HCCI or CCS in terms of effi ciency gain and reduction 

of pollutant emissions. 

They allow for a dramatic reduction in the emissions of NO x from combustion engines, to often less than 1% 

of those from engines running in standard modes. The complex deNO x after-treatment systems typical of 

today’s cars could therefore largely be simplifi ed, while at the same time complying with the most stringent 

emission standards. 

To a lesser extent this also holds for the soot particle emissions from diesel engines running HCCI modes, 

which can be reduced by some 20-30% as compared with standard engines. 

The defi nitive advantage is that these emission reductions are achieved while maintaining or even further 

increasing the high levels of effi ciency of the most developed engines. This leads to good perspectives for 

further reducing the CO 2 emissions from engines, achieving the ambitious goals set by the EC and other 

organisations like EUCAR. 

These widely recognised advantages of advanced combustion modes has led to intense research in Europe, 

Japan and the USA aimed at making them usable in real engine applications. 

Objectives 

The overall aim of the ECO-ENGINES is to set up a virtual research centre (VRC) on advanced engine 

combustion modes for road transport, with special emphasis on optimised alternative and renewable fuels. 

This VRC will be the result of an integration of the related research activities of major European institutions in 

the domain, and will include dedicated actions towards education and dissemination. The ambition is to be 

recognised as a worldwide leader of research on advanced engine combustion modes. 

In order to enable ECO-ENGINES to make a defi nitive contribution to the development of low CO 2 and near 

zero emission powertrains for cars, three research topics (RTs) will be addressed by the VRC, covering all 

aspects of research on advanced engine combustion: 

RT1: Experimental techniques 

including research on optical diagnostics to explore fl ow and combustion inside the combustion chamber of 

engines, as well as research on experimental techniques for measuring ultra low pollutant emissions. 

RT2: Combustion simulation 

including research on 3D numerical simulation of fuel injection, fl ow and combustion inside the combustion 

chamber of engines. 

RT3: Fuel/engine emissions 

including research on fuel test methods, procedures to evaluate the performance of fuel/engine couples in 

terms of CO 2 emissions/effi ciency and pollutants, and methods to characterise fuels.




These overall objectives and ambitions will be realised by implementing a joint programme of activities (JPA) 

with the following detailed objectives to be achieved during the envisaged three-year funding by the EC: 

1. Create a common knowledge basis by setting up and regularly updating an extensive state-of-the-art 

survey on researching ECO-ENGINES’ topics; 

2. Defi ne common standard procedures: The objective is to jointly defi ne, use and constantly update 

basic standard procedures which are the basis of research work. The aim is to facilitate exchanging 

or comparing outcomes of research actions undertaken by diff erent partners, thus facilitating an 

integrated planning of research. 

3. Jointly plan and organise new research on advanced combustion modes: The objective is to increase 

knowledge in Europe within the domain of advanced combustion in engines by triggering new research 

actions using the ECO-ENGINES resources and knowledge, but it is also open to outside collaborations. 

4. Set up a common education and training: The objective is to set up a common, integrated education 

and training programme in the domain of advanced engine combustion modes and to seek intense 

collaborations with partners outside the network and all over Europe. 

5. Actively disseminate knowledge and results: The objective is to ensure a wide dissemination of the 

knowledge and exploitation of results. 

Results 

The following results have so far been achieved: 

1. extensive state-of-the-art survey on the three pre-competitive research topics 

2. work on best practice guidelines in the three research topics 

3. defi nition, planning and realisation of a fi rst Advanced Engine Combustion Summer School commonly 

organised by network members 

4. Based on 1) and 2), the identifi cation of gaps in research. Filling these gaps is of high European interest 

5. Based on 5), start of defi ned research projects undertaken by the network partners 

6. Creation of a public and restricted access website to advertise project activities and organise information 

exchange between the partners. 

Keywords: Combustion, engine, simulation, diagnostics, alternative fuels 

27

28 



Acronym: ECO-ENGINES 

Name of proposal: Energy COnversion in Engines 

Contract number: TNE3-CT-2003-506520 

Instrument: NoE 

Total cost: 2,000,000 € 

EU contribution: 2,000,000 € 





Sector: Road 




Website: 


http://project.ifp.fr/eco-engines 

Coordinator: Dr Angelberger Christian 

Institut Français du Pétrole 

1 et 4 avenue de Bois-Préau 

E-mail: 

FR 92852 Rueil-Malmaison 

christian.angelberger@ifp.fr 

Tel: +33 (0)1 47 52 57 45 

Fax: +33 (0)1 47 52 70 68 

Partners: AVL List GmbH AT 

Brunel University UK 

Universidad Politécnica de Valencia ES 

Lunds Universitet SE 

Netherlands Organisation for Applied Scientifi c Research (TNO) NL 

Volvo Technology Corporation Reg. No. SE 55 65 42 43 21 01 SE 

Volkswagen AG DE 

REGIENOV (Renault Recherche Innovation acting on behalf of Renault 

and its subsidiaries, in particular Renault Sport and SOMAC) FR 

Gaz de France FR 

TOTALFINAELF - Refi ning and Marketing Research Division FR 

FEV Motorentechnik GmbH DE 

European Commission - Directorate General Joint Research Centre IT 

Reaction Engineering Solutions UK 

Chalmers University of Technology SE 

Warsaw University of Technology PL 

Université Pierre et Marie Curie - Paris 6 FR 

PCI, Ruprecht-Karls Universität Heidelberg DE 

Politecnico di Milano IT 

Valeo FR 

Perkins Engines Co. Ltd UK 

CNRS FR 

Universität Duisburg Essen - IVG DE

GREEN 

Green Heavy Duty Engine 



In the GREEN project, European HD engine manufacturers join forces with suppliers, 

academia and leading engineering institutes. The common goal is to promote future 

advanced engine technologies to achieve lower emissions, lower fuel consumption 

and improved sustainability for future fuels. 

Background 

The development of HD engines is undergoing a rapid step in its evolution. Increased demand for fuel 

effi ciency, emissions and global competition are driving forces. The HD (heavy-duty) engines operate under 

constraints much more severe than those of passenger cars, such as: 

• higher durability (> 600 000 km) of the engine and of the related after-treatment 

• higher mechanical and thermal stress of the engine (heavier load factor) 

• higher pressure on reliability (up-time), investment and fuel economy. 

The above constraints characterise the HD engines for their more general applications: not only trucks and 

urban vehicles but also the rail traction and the inland waterway vessels of the directive 2002/765. 

New technologies will help us in meeting future emission and fuel consumption targets by: 

• a new combustion process enabled by variable components 

• new control strategies 

• considering the engine and the exhaust after-treatment as one system 

• considering sustainable fuels. 

Objectives 

The main objective of GREEN is to perform research, which will lead to sub-systems for a heavy-duty engine. 

The objectives should be achieved with strict boundary conditions for: i) a competitive cost base, and ii) the 

highest fuel conversion effi ciency of the diesel cycle, to achieve near-zero real-world, including off -cycle, 

pollutant emissions and signifi cant reductions of CO 2 and other greenhouse gases. 

The project puts emphasis on diesel engines for trucks and rail applications, and on natural gas engines for 

city transport applications. The combination of innovation and durability is strongly supported. 

The research targets have been chosen to look beyond all legislation known today. Targeting possible 

sharpening after the year 2010 with a focus on near-zero real-world emissions (NO x 0.5 g/kWh, PM 0.002 

g/kWh, ETC Cycle BSFC = 204 g/kWh for diesel and corresponding targets for natural gas) are set. 


The work in GREEN is divided into sub-project and crossover activities: 

HD gas engine for urban areas: with the objective to reach low gaseous emissions and diesel-engine 

equivalent fuel consumption by variable valve management, cooled EGR for gas engines and close-to-valve 

multipoint port-gas injection, and comparing this with DI injection. 

Enhanced fl exible engine: with the objective to fi nd the best combination and concept to reach emission 

limits beyond Euro 5, fl exible engine components/sub-systems and exhaust after-treatment systems. 

Innovative control and air utilisation: with the specifi c objective to develop the sub-systems for a new 

combustion process with complete air utilisation and to develop the models for a model-based closed-loop 

emission control, to regard engine and after-treatment as one system in the future. 

29

30 



High BMEP engine: with the specifi c objective to investigate the advantages and possibilities of a very high 

brake-mean eff ective pressure to reduce fuel consumption as much as possible. 

The crossover activities link the subprojects further: 

Future HD technology adaptation to rail diesel engines and to develop the rail diesel engine in 2012+ 

Basic investigations and comparison on fuels: diesel – biofuels – GTL 

Further development of a comparable injection system for gas engines – electromagnetic operated control 

valve (EOCV) system. 

Results 

The project will provide research results and new components that will enable future emission standards and 

put European HD manufacturers in a more competitive position. 

The introduction of valve management and electronic controls for gas engines will make the NG engine 

competitive for both emissions and greenhouse gases. 

The global confl ict of fuel consumption and emissions will be targeted for HD diesel engines. New 

technologies for improving the fuel effi ciency without sacrifi cing fuel economy look promising. Improved 

high-tech engine components, such as fuel injection systems, turbine-compressors, variable compression 

ratio, and many others, are now being electronically controlled and equipped for future engines. GREEN also 

secures compatibility with future sustainable diesel fuels. 

The project targets improvement for both urban and long haulage applications. The rapid start and positive 

early results look promising for the future. The HD sector has previously been supported on a level that is far 

too low in relation to the impact on the economy and the environment. GREEN proves that a change will be 

effi ciently governed. 

Keywords: Diesel engine, emissions, NO x , particulates, fuel consumption, natural gas, sustainable fuels, 

train engine



Acronym: GREEN 

Name of proposal: Green Heavy Duty Engine 

Contract number: TIP4-CT-2005-516195 

Instrument: IP 

Total cost: 21,749,770 € 






Sector: Road 





Website: http://eucarandpartners.eucar.be/ 

Coordinator: Ms. Monica Ringvik 

Volvo Powertrain Aktiebolag 

405 08 GÖTEBORG 

SE 40508 Gothenburg 

E-mail: monica.ringvik@volvo.com 

Tel: tel: +46 (0)31 322 56 26 

Fax: +46 (0)31 82 08 87 

Partners: Advanced Combustion GmbH DE 


Robert Bosch GmbH DE 


C.R.F. Società Consortile per Azioni IT 

Ceské vysoké uceni technické v Praze CZ 

DaimlerChrysler AG DE 

Delphi Diesel Systems UK 

DEUTZ AG DE 

Swiss Federal Institute of Technology Zurich (ETH) CH 


Holset Engineering Co. Ltd UK 

Iveco S.p.A. IT 

Iveco Motorenforschung Ltd CH 

Johnson Matthey plc UK 

METATRON s.r.l. IT 

National Technical University of Athens GR 

Politecnico di Torino IT 

Ricardo UK Limited UK 

Rheinisch-Westfälische Technische Hochschule Aachen (RWTH) DE 


FORD OTOMOTIV SANAYI A.S. TR 

NONOX BV NL 

Institut Français du Pétrole FR 

MTU Friedrichsfhafen GmbH DE 

Union Internationale des Chemins de Fer FR 

Paul Scherrer Institut CH 

Union of European Railway Industries BE 

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32 



HERCULES 

High-effi ciency Engine R&D on Combustion 

with Ultra-low Emissions for Ships 

The HERCULES IP will develop new technologies to drastically reduce gaseous 

and particulate emissions from marine engines and concurrently increase engine 

effi ciency and reliability, hence reducing specifi c fuel consumption, CO 2 emissions 

and engine lifecycle costs. 

Background 

Worldwide there are 80 000 ships larger than 2 000 tons, and about 900 new ships of this size are built each 

year (a ship’s life is about 20 years). Today, diesel engines account for 98% of ship power plants. A typical large 

marine engine on a merchant ship will operate during this period for more than 150 000 hours. A ship will 

achieve approximately 0.02 KWh/ton-km energy consumption which is ten times more effi cient than using 

road transport for the same goods. During the same period, this typical single marine engine of assumed 

output 25 000 KW, with a maximum effi ciency of about 50%, the highest of all thermal power plants, will 

consume 500 000 tons of fuel and will produce 60 000 tons of NO x , 2 000 tons of CO 2 and 3 500 tons of 

particulates, all from the lifetime of a single power plant. 

The vision of HERCULES, of drastically reducing emissions and at the same time increasing engine effi ciency 

and thus reduction of CO 2 , will potentially aff ect the vast majority of ships (both new and, through possible 

technology, existing ships). It will therefore have a signifi cant societal implication of worldwide eff ect. 

Objectives 

HERCULES aims to push the limits of marine engine expertise. The focus of the project is on the development 

of a future generation of optimally effi cient, clean and reliable marine power plants. 

The specifi c objectives are provided below in terms of percentage changes related to current best available 

technology in service (BAT-IS) for shipboard prime movers, with at least one marine engine installation 

worldwide reference for 2003. The target of HERCULES is to obtain or surpass the following: 

1. Reduction of fuel consumption and CO 2 emissions by 1% 

2. Reduction of NO x (relative to IMO 2000 standard) by 20% 

3. Reduction of other emission components (PM, HC) by 5% 

4. Improvement in engine reliability of 10% 

5. Reduction of time to market by 10% 

6. Reduction in lifecycle cost 

To achieve the above objectives, the scope of the project includes all the technology interrelations needed 

for a holistic approach to marine engine effi ciency improvement and emissions reduction. The integrated 

RTD work will allow the above objectives to be achieved simultaneously. 


The objectives of HERCULES will be attained through interrelated developments in thermodynamics and 

mechanics of extreme parameter engines, advanced combustion concepts, multistage intelligent turbocharging, 

‘hot’ engines with energy recovery and compounding, internal emission reduction methods 

and advanced after-treatment techniques, new sensors for emissions and performance monitoring, and 

adaptive control for intelligent engines. Advanced process models and engineering software tools will be 

developed to assist in component design. Prototype components will be manufactured and rig-tested.



Engine experimental designs will be assessed on test-beds to validate the new technologies and confi rm the 

achieved objectives. Full-scale shipboard tests of chosen systems will demonstrate the potential benefi ts of 

the next generation engines. 

The work is structured in nine work packages, with 18 tasks and 54 subprojects. The consortium includes 

engine makers, component suppliers and equipment manufacturers, renowned universities and research 

institutions, as well as world-class shipping companies. The partners hold 80% of the world market in marine 

engines and thus are the keepers of today’s best available technology. 

Results 

Work in all HERCULES work packages has progressed well. The initial concept studies and process simulation 

activities are completed in almost all tasks. Experimental rigs have been set up; the design of the ensuing 

prototype components is fi nished in most cases and a large number of new components have been 

manufactured. Full-scale tests have been performed in some cases. 

New combustion models have been developed for use in marine engines and a large spray combustion 

chamber has been manufactured. 

Advanced turbo-charging options have been studied and prototype PTI/PTO devices for two stroke engines 

have been designed and manufactured. 

‘Hot’ engine, combined cycle confi gurations and key engine components have been tested. 

Direct water injection (DWI) systems, inlet air humidifi cation systems and fuel water emulsifi cation (FWE) 

systems have been installed on test rigs or onboard ships. Exhaust gas recirculation (EGR) systems for twostroke 

engines were designed, produced and laboratory tested. 

Wet-scrubber systems were studied and rig-tested. A test rig for friction loss measurements was manufactured. 

Studies for ‘intelligent’ control and self-learning components with adaptive behaviour were integrated with 

the engine control system and full-scale tests will follow. 

Twenty-seven deliverable reports have been produced during the fi rst two years of the project. 

Final prototype tests with 2-stage TC on W20 - Design Studies - HP 

and LP turbocharger transversally 

Wartsila Corporation 

Linking CFD-combustion simulation and FEM simulation for 

calculating thermal load of the combustion chamber 

MAN B&W DIESEL A/S 

33

34 



Acronym: HERCULES 

Name of proposal: High-effi ciency Engine R&D on Combustion with Ultra-low Emissions for Ships 



Total cost: 33,642,700 € 






Sector: Waterborne 





Website: http://www.ip-hercules.com 

Coordinator: Prof. Kyrtatos Nikolaos 

ULEME E.E.I.G. 

Stadtbachstrasse 1 

DE 86224 Augsburg 

E-mail: npk@uleme.com 

Tel: +30 (0)210 7721119 

Fax: +30 (0)210 7721120 

Partners: Aabo Akademi University FI 

AALBORG INDUSTRIES A/S DK 

ABB Turbo Systems Ltd CH 

Adaptive Materials Technology - ADAPTAMAT OY FI 


Daido Industrial Bearings Europe Ltd UK 

Deutsches Zentrum für Luft- und Raumfahrt e.V. DE 

Swiss Federal Laboratories for Materials Testing and Research CH 

Swiss Federal Institute of Technology CH 

FEDERAL-MOGUL-FRIEDBERG GMBH DE 

Germanischer Lloyd AG DE 

Hapag-Lloyd CONTAINER LINIE GmbH DE 

Helsinki University of Technology FI 

Industriale srl IT 

IST INGENIEURGESELLSCHAFT FUR STRUKTURANALYSE UND TRIBOLOGIE MBH DE 

JOWA GERMANY GmbH DE 

Kemmerich Gummersbbach Elektromotoren DE 

KRISTEN NAVIGATION INC. GR 

Lunds Universitet SE 

M. Jurgensen GmbH & Co KG DE 

Mahle GmbH DE 

MAN B&W DIESEL A/S DK 

MAN B&W DIESEL AKTIENGESELLSCHAFT DE 

Miba Gleitlager GmbH DE 


O.M.T.-OFFICINE MECCANICHE TORINO S.P.A. IT 


PBS Turbo s.r.o. Velka Bites CZ 

Peter Brotherhood Ltd UK 

A.P. Moller - Maersk A/S DK 

SICK UPA GmbH DE 

Tampere University of Technology FI 

INSTITUT F. TECHNISCHE VERBRENNUNG UNIVERSITAT HANNOVER DE 

VTT Technical Research Centre of Finland FI 

WALLENIUS MARINE SE 

WARTSILA Corporation FI 

WARTSILA SCHWEIZ AG CH 

Woodward International Inc. UK 

Bodycote Varmebehandling A/S DK 

Metso Powdermet AB SE



HI-CEPS 

Highly Integrated Combustion Electric 

Propulsion System 

HI-CEPS aims to develop highly integrated powertrains and related thermal-electric 

auxiliaries for hybrid electric vehicles (HEVs) to be verifi ed at bench and vehicle 

validation levels. The developed devices have to satisfy both the environmental and 

fi nal-user requirements for the 2010-12 mass market. 

Background 

Past experience: 

The ‘modern’ HEVs of the 1980s have been investigated to overcome the limits of battery electric vehicles in 

terms of allowable range and recharge time. 

According to this approach, the solutions developed were mainly based on series-range extender hybrids 

and parallel architectures with extended pure electric (zero emission) range targets. Their high weight-tovolume 

battery packs made it impossible to apply these vehicles to the mass market. 

Present scenario: 

The current HEVs for the mass market have been designed by sacrifi cing the pure electric extended range 

and utilising newer generation, higher specifi c energy and lower cost batteries. 

These powertrains can be regarded as co-operative hybrids or electrically-assisted ICEs (internal combustion 

engines). The electric contribution is aimed primarily at reducing the consumption of fossil fuels and CO 2 

emissions. 

The related fi gures are reassuring as to gasoline engine HEVs, showing an increasing passenger car market 

in Japan and North America. In Europe, with its greater use of diesel vehicles, it is possible to achieve similar 

reductions at a lower purchase cost. 

Next steps: 

To continue with the reductions in regulated and CO 2 emissions while developing new solutions with massmarket 

applicability in Europe. 

Objectives 

1. Develop three diff erent, innovative, integrated series-parallel full hybrid thermal-electric powertrains 

utilising low-cost and standardised electric devices (e-motors, power electronics and batteries), vehicle 

auxiliaries and dedicated gasoline, diesel and natural gas engines with specifi c exhaust after-treatment 

systems. The adaptation to future fuels and combustion systems will also be taken into account. 

2. To achieve, at vehicle level, both the environmentally friendly requirements (fuel consumption, CO 2 

and regulated noxious emission reduction) and fun-to-drive characteristics (enhanced transient 

performance, driveability and comfort) at an acceptable purchasing/operation cost (perceived value). 

In order to obtain these results the following three actions will be performed: 

1. Improve the power train effi ciency to deliver a larger consumption reduction 

2. Reduce the extra costs through: 

• electric device improvements and standardisation (synergies with the running Hy-SYS IP and among 

the threee concepts) 

• powertrain component integration and simplifi cation 

3. Act on the ‘fi nal user functions’ (performance, driveability, comfort, etc.) increasing the perceived value. 

35

36 




The project is structured into six subprojects (SPs). One SP is devoted to the project management (SP1000) 

while the other fi ve are devoted to technical activities. 

The fi ve technical SPs are subdivided in three vertical and two horizontal SPs. 

Vertical subprojects (one for each new hybrid power train): 

• SP3000 - ElectroMagnetic Split Hybrid: with CNG ICE, for passenger cars, up to vehicle validation level 

• SP4000 - Dual Mode Split Hybrid: with gasoline ICE, for passenger cars, up to vehicle validation level 

• SP5000 - Advanced Dual Clutch Combined Hybrid: with diesel ICE, for light delivery vehicles, up to test 

bench level. 

Horizontal subprojects: 

• SP2000 covers the integration of thermal auxiliaries (electrical regeneration, thermal storage systems, 

air conditioning) and energy management to reduce fuel consumption and emissions, whilst 

maintaining high thermal comfort for complex hybrid powertrains 

• SP6000 focuses on the boundary condition and load cycle defi nition, and the fi nal comparative 

performance and cost assessment of the investigated hybrid systems, taking into account the vehicle 

safety and powertrain integration needs. 

Results 

The main expected results are: 

1. Hybrid powertrains assessment, comprehensive validation of the devices and their related control/ 

management strategies for the diff erent operating modes. 

2. Identifi cation of best solutions and operating strategies for thermal and ICE auxiliaries to guarantee: 

• eff ective integration in the hybrid powertrain architectures 

• complete thermal and energy fl ow optimisation 

• effi cient recovery of wasted energy 

• optimal thermal comfort in the vehicle, both for extremely low and high ambient temperature conditions 

• lower overall emissions and increased life cycle for ICE 

• simplifi cation of exhaust gas after-treatment devices 

• constant emission levels during the vehicle’s lifetime. 

The project results will have a useful impact in diff erent application fi elds. The main ones are: 

• FC vehicles: accelerate the introduction (common electrical devices and management strategies) 

• ICE vehicles: speed up the introduction of new electrically supplied auxiliaries 

• other transportation sectors: synergies with environmental friendly traction systems for boats and/or 

auxiliaries (buses, etc.) 

• stationary pure electric power generation up to the Combined Heat and Power (CHP) (same electrical 

architecture and related energy and thermal management strategies) for emission reductions and 

integration of new functionalities. 

Keywords: Hybrid electric vehicles, full hybrid power trains, thermal auxiliaries, electrically based 

exhaust gas after-treatment, energy and thermal management



Acronym: HI-CEPS 

Name of proposal: Highly Integrated Combustion Electric Propulsion System 



Total cost: 19,324,816 € 






Sector: Road 





Coordinator: Dr Ravello Vittorio 



E-mail: 


vittorio.ravello@crf.it 

Tel: +39 011 9083144 

Fax: +39 011 9083410 

Partners: Peugeot Citroën Automobiles FR 

Renault FR 

Ford Forschungszentrum Aachen GmbH DE 


Getrag Ford Transmissions GmbH SE 

MAGNA STEYR Fahrzeugtechnik AG & Co KG AT 

Saft S.A. FR 

SELIN SISTEMI SPA IT 

The Netherlands Organisation of Applied Scientifi c Research (TNO) NL 


EICAS Automazione S.p.A. IT 




Università degli Studi dell’Aquila IT 

University of Maribor, Faculty of electrical engineering and computer sciences SI 

Laboratoire d’Etudes Thermiques UMR CNRS 6608 Ecole Nationale 

Supérieures de Mécanique et d’Aérotechnique FR 

Aerosol and Particle Technology Laboratory / Center for Research 

and Technology Hellas / Chemical Process Engineering Research Institute GR 

Bertrandt AG FR 

Aristotle University Thessaloniki, Laboratory of Applied Thermodynamics GR 

Institut fuer Physikalische Chemie, Universität Wien AT 

Ecocat FI 

Eneftech Innovation S.A. CH 

37

38 



IPSY 

Innovative Particle Trap System for 

Future Diesel Combustion Concepts 

Future diesel car engines will have ‘conventional’ combustion at high and full loads, and 

partial homogeneous combustion at low loads with different emissions. This makes 

necessary to develop new cleaning devices. To ensure soot regeneration at the resulting 

low NO/NO 2 and exhaust temperature levels, the research will develop a compact 

porous media design for the trap, with tuneable particle collection and multifunction 

catalytic nanostructured materials together with the needed control strategies. 

Background 

Advanced diesel combustion processes for passenger car diesel engines, such as homogeneous charge 

compression ignition (HCCI), or partial homogeneous combustion, are developed for their potential to 

achieve near zero particulate and NO x emissions. One of the drawbacks of this technology is the diffi cult 

combustion control at medium and high loads and consequently a limited operating range where NO x and 

particulate emissions are at a very low level. For this purpose, novel exhaust cleaning devices are necessary 

to process the diff erent loading areas with its specifi c emissions well below the Euro V emission level. To 

ensure soot regeneration for the needed particulate trap at the low NO/NO 2 and exhaust temperature levels 

resulting from effi cient combustion, the project focuses on a novel design of porous media and novel catalytic 

nanostructured materials in a compact unit, with tuneable soot particle collection that will accommodate 

multifunctional catalytic coatings. 

Objectives 

The objectives will be a global fi ltration effi ciency, even on ultra fi ne particulates above 95% with a nearly 

constant fuel consumption at slightly increased back pressure and advanced regeneration strategies in the 

range of 580°C in an acceptable time, therefore the focus lies on particulate and not only on CO and HC. In 

detail that means: 

• PM< 0.001 g/km NEDC 

• NO x : 0.06 g/km NEDC 

• applicability to passenger cars as well as adaptability to truck engines 

• fuel consumption equivalent to the Euro IV calibration including regeneration 

• ability to run in all driving conditions. 

One of the main pillars of the project is to design, develop, construct and test an innovative multifunctional 

fi lter/reactor (MFR) for treating the particulate and gaseous pollutants from the exhaust streams of a HCCI, 

partial homogeneity and conventional combustion process of a diesel engine in the complete engine map. 

The other main pillar is the development of advanced regeneration strategies to minimise active regeneration 

cases to avoid the risk of increasing the fuel consumption. 


There will be diff erent key activities in the project: 

1. Development and construction of the multifunctional reactor divided in two tasks. 

Task 1A – MFR development: 

• catalyst synthesis and deposition on small-scale fi lters



• construction of the MFR subunits 

• MFR prototype assembly and initial assessment 

• production of two fully-instrumented MFR prototypes for functional tests 

Task 1B – MFR evaluation with engine tests for loading and regeneration: 

• testing the MFR on a conventional multi-cylinder engine on steady-state and transient operation 

(NEDC) 

• testing the system with the HCCI engine under steady-state conditions 

• testing the system with applied control algorithms 

2. Physical modelling of particulate morphology on particulate trapping and the setting-up of a 3D 

CFD simulation model including all necessary boundary conditions. Due to the fact that the thermomechanical 

interactions in the system must be taken into account, the model must include a gas phase 

as well as a solid wall structure of the DPF (conjugate heat transfer). 

Following this activity, an algorithms for the powertrain control unit using the 3D simulation real-time 

model of the complete exhaust system and diff erent fi lter characteristics will be developed. This will 

take into account thermal behaviour, coating, loading and soot oxidation for the new fi lter, as well as the 

engine out emissions and exhaust temperature of the HCCI diesel engine to integrate the real behaviour 

of the trap system in the entire vehicle environment. 

Results 

1. Development of a MFR (multifunctional reactor) concept with: 

• novel catalysts (material, porosity, etc.) to cope with the higher CO, HC emissions and lower exhaust 

temperature 

• new DPF substrates to ensure passive regeneration and high fi ltration effi ciency according to the soot 

characteristics produced by these future engines along with a low exhaust back pressure and high ash 

tolerance 

• adapted exhaust line designs to improve DPF global performance with the specifi c constraints of HCCI 

engines (high EGR rate with possible impact of exhaust gas composition on EGR valve and cooler, low 

exhaust temperature, etc.). 

2. Development of advanced control strategy concepts for exhaust gas after-treatment systems for diesel 

engines for the management of DPF regeneration based on experimental and simulation investigations, 

at fi rst with the goal to widen passive regeneration zone and then for a forced regeneration by 

minimising extra fuel consumption and avoiding excessive thermal shock for a better DPF durability. 

3. Overall time and cost reduction in developing exhaust gas after-treatment systems for diesel engines by 

improved simulation methods. 

All these expected results are necessary to improve the exhaust emissions well below the expected Euro V 

level to cope with the future challenges of achieving environmentally-friendly vehicles for the EU citizens. 

Keywords: Internal combustion engine, exhaust gas after-treatment, system control 

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FEV Motorentechnik GmbH 

39

40 



�� 

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Acronym: IPSY 

Name of proposal: Innovative Particle Trap System for Future Diesel Combustion Concepts 



Total cost: 1,795,556 € 

EU contribution: 988,257 € 



Sector: Road 





Coordinator: Dr Lepperhoff Gerhard 

FEV Motorentechnik GmbH 

Neuenhofstrasse 181 

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E-mail: 

DE 52078 Aachen 

Lepperhoff @fev.de 

Tel: +49 (0)241 5689350 

Fax: +49 (0)241 5689188 

Partners: Institut Français du pétrole FR 

Aerosol and Particle Technology Laboratory / Center for Research and 

Technology Hellas / Chemical Process Engineering Research Institute GR 

Universidad Politecnica de Valencia ES 

Fundación CIDAUT ES 

Istituto Motori - CNR IT 

Rheinisch-Westfälische Technische Hochschule Aachen DE 

Cracow University of Technology PL 

FEV Motorentechnik GmbH



METHAPU 

Validation of a Renewable Methanolbased 

Auxiliary Power System for 

Commercial Vessels 

METHAPU strives to facilitate the introduction of international regulations concerning 

the use of methanol as a fuel onboard ship. The project induces innovation activities 

on fuel cells, methanol fuel bunkering, distribution and storage technology, thus 

moving society to a higher level of sustainability. 

Background 

There are many types of fuel cell on the market and the types mostly considered for marine applications are 

PEM, PAFC, MCFC and SOFC. According to online chemical engineering information, the electric effi ciencies 

of PEM and PAFC are lower than that of SOFC and MCFC. SOFC and MCFC are both high-temperature fuel 

cells having approximately the same range of electric effi ciency. Currently SOFC seems to be very promising 

and this project is utilising a certain type of SOFC technology. 

Currently in Europe there are big projects, including FellowShip, aiming at integrating a fuel-cell unit with 

a marine vessel. Phase one of the FellowShip project has been completed successfully, but the project has 

not yet entered the validation phase. METHAPU serves as a good way to build upon what phase one of 

FellowShip has accomplished. 

The challenge here is that while international regulations permit the carriage of methanol as a cargo, there 

are currently no international regulations allowing the use of methanol for fuel onboard ships. METHAPU will 

facilitate the introduction of international regulations on methanol as a marine fuel. 

Future research activities on larger fuel cells and a sustainable society based on renewable fuels need a good 

knowledge base, and METHAPU is structured to provide the necessary springboard for such activities. 

Objectives 

The objectives of the project are: 

1. the introduction of renewable fuels onboard ship in support of the wider use of sustainable fuels in the 

marine transportation sector through research activities 

2. to validate marine-compatible methanol running on marinised solid oxide fuel-cell technology 

3. to innovate the necessary technical justifi cations for the use of methanol onboard cargo vessels involved 

in international trade in order to support the introduction of necessary regulations to allowing the use 

of methanol as a marine fuel 

4. to facilitate future research activities on larger marine-compatible SOFC units and a methanol-based 

economy 

5. assess short-term and long-term environmental impacts of the application. 

Research and innovation activities will focus on solving the technical and regulatory obstacles related to 

methanol fuel bunkering, distribution and storage systems. 

The research activity concerns a 250 kW SOFC unit and this activity is reinforced by actually building a 

properly marinised and methanol-using 20 kW SOFC unit. 

The 20 kW methanol-using unit will be onboard a vessel sailing the oceans and, for a period of one year, the 

measurement data concerning such issues as effi ciency and emissions will be gathered. The measured data 

will be utilised when reviewing the studies done in the project. 

41

42 




The marinisation study of the 250 kW unit will be done with an approach similar to the Delphi-method. The 

consortium is well positioned to provide the necessary expertise. This study will be applied to the building 

of the marine compatible 20 kW unit. The 20 kW unit will be run for a certain period and the necessary data 

collected. The collected data will provide inputs for reviewing the marinisation study concerning the 250 kW 

unit. 

The technical and regulatory obstacles related to methanol bunkering, distribution and storage will be 

tackled with a Delphi-like approach as well. The outcomes will serve as inputs to the preparation of new 

regulations concerning the use of methanol as an onboard fuel. 

Marinisation and regulation-related works are supported by the lifecycle assessment done to the methanolusing 

250 kW unit. 

Results 

The work on regulatory issues would facilitate the birth of new regulations aimed at enabling the use of 

methanol as a fuel onboard ship. 

Together with the marinisation study, these two studies would facilitate the work of other fuel-cell system 

integrators and provide a technical basis for the growth of a new industry around methanol. 

With the results of the lifecycle assessment and the previously mentioned studies, this project would 

generate a tremendous base of knowledge for further research activities on greener ships, larger fuel cells 

and a sustainable society based on renewable fuels. 

Keywords: Methanol, SOFC, marinisation, marine regulations



Acronym: METHAPU 

Name of proposal: Validation of a Renewable Methanol-based Auxiliary Power System for Commercial 

Vessels 



Total cost: 2,023,540 € 



Start date: 01.11.2006 







Coordinator: Mr Phan Vinh Tho 

Wärtsilä Corporation 

John Stenbergin ranta 2 

E-mail: 

FI 00531 Helsinki 

tho.phan@wartsila.com 

Tel: +358 (0)405672087 

Fax: +358 (0)107095440 

Partners: Wallenius Marine AB SE 

Det Norske Veritas NO 

Lloyd’s Register UK 

Dipartimento di Ingegneria Chimica e di Processo IT 

43

44 



NICE 

New Integrated Combustion System for 

Future Passenger Car Engines 

The NICE Integrated Project was proposed by the European automotive industry, 

and given the highest responsibility level. The main objective of NICE is to develop 

a new integrated combustion system that, independent of the type of fuel, achieves 

the highest fuel conversion effi ciency. 

Background 

The project clusters of the Fourth and Fifth Framework Programme developed advanced technologies for 

Otto-cycle engines (in ADIGA and GET-CO 2 ) and diesel-cycle engines for passenger cars (in ADDI and D- 

ULEV). These combustion systems present opposite problems: the Otto-cycle has a high fuel consumption 

but with low emission levels, while the diesel-cycle shows very low fuel consumption but with substantial 

problems in meeting low emission levels. In the 2002 annual review of Valencia, a combined combustion 

system able to join the advantages of the two cycles was imagined for the fi rst time and this is now being 

considered by NICE. The approach will also support, as an intermediate stage, the defi nition of innovative 

diesel- and Otto-cycle engines, to be considered as by-products of the research. The network will establish a 

reference legislative frame and linkages with other research projects. Particular care will be devoted to favour 

the integration process of the NICE sub-projects. 

Objectives 

The main objective of NICE is to develop a new integrated combustion system that, independent of the 

type of fuel (i.e. neutral fuel), is able to achieve today’s highest fuel conversion effi ciency of the DI diesel 

engine (43%), while complying with a zero-impact emission level. As a result of the gained knowledge and 

realised technologies of such an integrated combustion system, innovative diesel- and Otto-cycle engines, 

to be considered as by-products of the NICE research, will be developed. These by-products will allow Europe 

to maintain the leadership in the production of internal combustion engines in the years 2010-2015, while 

allowing the completion of the integrated combustion system in an innovative powertrain, which will take 

us to 2020. The fully fl exible powertrain will be characterised by very high fuel conversion effi ciency, mainly 

using newly designed bio and/or alternative fuels and gas, in the given emission constraints. 


The NICE IP is divided into four sub-projects: 

a. enlarged HCCI-diesel/CAI-Otto combustion process under transient operation 

b. compressed/spark ignited variable engine: based on gasoline or diesel engines combining the 

advantages into a new combustion system, with high EGR, supercharged and adapted to bio-fuels 

c. future gas internal combustion engines with diesel equivalent fuel consumption 

d. improved CFD tools and modelling: the main R&D objectives are: 

• sensible increase of HCCI/CAI region in the engine map 

• bio-fuel specifi cations addressed to the new combustion system 

• the combination of diff erent electronic control units (ECU) to defi ne new advanced systems including 

ECU-algorithms, real-time models and software tools for automatic validation, hardware-in-the-loop 

tests and calibration



• advanced control systems for mixture preparation and combustion, required to adapt the injection 

and combustion strategy to the recognised fuel composition 

• a predictive, aff ordable and ‘useful in practice’ numerical tool describing new low emission highly 

effi cient combustion processes. 

Results 

The focus of months 13 to 24, regarding sub-projects A1, A2 and A3, was to fi nalise the procurement and 

production of test samples and advanced sub-systems, to assemble single cylinder and multi-cylinder 

engines, and to start the test bench investigations. The main task for the sub-project B1 was to use CFD 

models to assist the sub-projects A1, A2 and A3 as well as improve or generate new models. 

Keywords: Combustion, Car, Engines, Automotive, Development, Research 

45

46 



Acronym: NICE 

Name of proposal: New Integrated Combustion System for Future Passenger Car Engines 



Total cost: 26,351,062 € 






Sector: Road 





Coordinator: Dr. Frank OTTO 

DaimlerChrysler AG 

HPC: G212 

DE 70546 Stuttgart 

E-mail: frank.otto@daimlerchrysler.com 

Tel: +49 (0)7111720899 


Brunel University UK 

BERU Aktiengesellschaft DE 

Ceské vysoké uceni technické v Praze CZ 

Cracow University of Technology PL 


Delphi Diesel Systems Ltd UK 




Institut National des Sciences Appliquées de Rouen FR 

Istituto Motori of the National Research Council IT 

Mechadyne International Limited UK 

Politecnico di Torino - Dipartimento di Energetica IT 




Siemens VDO Automotive AG DE 

Technical University of Graz AT 


UNIVERSITA’DEGLI STUDI DI GENOVA DIPARTIENTO DI MACHINE, 

SISTEMI ENERGETICI TRASPORTI IT 

The Chancellor, Masters and Scholars of the University of Cambridge UK 


Volvo Technology Corporation Reg. No. SE 55 65 42 43 21 01 SE 

Universität Karlsruhe DE 

Universität Cottbus DE



PAGODE 

Post-treAtment for the next Generation 

Of Diesel Engines 

The aim of this project is to provide a comprehensive, system-oriented view on 

potentially new after-treatment processes that will be required for the next HCCI 

(homogeneous charge compression ignition) combustion systems, taking into 

account the next fuel generation. 

Background 

Diesel innovation and leadership in core technological and scientifi c competencies are the key drivers for 

European competitiveness. In this context, diesel engine improvements towards more effi cient and less 

polluting vehicles play a critical role in the competitiveness of the European car industry and in the long-term 

sustainable growth and job preservation in Europe, along with the necessary improvement of air quality and 

reduction of health eff ects. In the next ten years, it is anticipated that a smooth transition from conventional 

engines to new diesel technologies will happen (from conventional to partially homogeneous and then 

to fi nally homogenous over a wide range of operating points). Diesel homogeneous charge compression 

ignition (HCCI) combustion processes are seen as a promising way to meet the future environmental 

challenges, which will have to achieve both signifi cantly lower pollutant emissions and fuel consumption. 

With these concepts, NO x and PM emissions are simultaneously drastically reduced avoiding the installation 

of a complex and costly NO x specifi c after treatment. The main drawback of this concept is that the level of 

low-temperature related emissions, i.e. CO and HC, can increase by several orders of magnitude. This implies 

that conventional oxidation catalysts’ technologies, currently used on Euro IV compliant vehicles, are no more 

able to convert these harmful emissions because of the saturation of the active catalytic sites. As a result, 

such increased CO and HC emissions have to be reduced to safe levels using innovative catalysts or emergent 

technologies, which have to be characterised by a diff erent reaction kinetic, so are less dependant on the 

pollutants’ concentration. It is also admitted that such innovative combustion processes will merge with an 

increasingly wider diff usion of new fuel properties and renewable formulations, so that will be helpful to 

enlarge the engine running range (EUCAR RENEW project). The impact of these new fuel formulations on 

next-generation after-treatment processes will also have to be investigated. 

Objectives 

The aim of this project is to provide a comprehensive, system-oriented view on potentially new aftertreatment 

processes that will be required for the next HCCI combustion systems taking into account the next 

fuel generation. 

The scientifi c objectives of this project are: 

• to understand the complex kinetic mechanisms and chemical principles of CO/HC low temperature 

oxidation for the next generation diesel engines exhaust environment 

• to develop a robust, effi cient, and accurate computational models to analyse, simulate and improve 

the performance of next generation catalytic converters: a transient one-dimensional model and a 

single spatial dimension will be developed as a fi rst step, and then 2D and 3D calculations will be 

investigated and integrated. 

47

48 



The technological objectives are: 

• to formulate, develop, test and optimise advanced new catalyst formulation for CO/HC low temperature 

oxidation 

• to design, develop and test emerging fl exible low temperature oxidation technologies based on 

plasma concepts 

• to perform a powertrain system synthesis and evaluate, for the next generation powertrains, the 

requirements and boundary conditions needed to implement the advanced after-treatment processes 

in diesel engines. 

Results 

At the time of submitting this content, the PAGODE project had not started. 

Keywords: Exhaust emissions, fuel combustion, catalysis, after treatment, emergent technologies



Acronym: PAGODE 

Name of proposal: Post-treAtment for the next Generation Of Diesel Engines 



Total cost: 4,075,685 € 




Sector: Road 




Website: 


http://www.psa-peugeot-citroen.com 

Coordinator: Mr Belot Gérard 

Peugeot Citroën Automobiles SA 

Route de Gisy 

E-mail: 

FR 78140 Vélizy-Villacoublay 

gerard.belot@mpsa.com 

Tel: +33 (0)1 57 59 57 95 

Fax: +33 (0)1 41 36 32 56 

Partners: C.R.F. Società Consortile per Azioni IT 

Johnson Matthey plc UK 



Aerosol and Particle Technology Laboratory / Center for Research 

and technology Hellas / Chemical Process Engineering Research Institute GR 

Ecole Supérieure d’Electricité FR 

49

50 



POSSEIDON 

Progressive Oil Sensor System for 

Extended Identifi cation ON-Line 

POSSEIDON addresses the development of a sensor-based processing unit to 

continuously monitor lube oil degradation and contamination in main propulsion and 

power-generating engines aboard ships. 

Background 

The prime mover in the maritime industry is the diesel engine. A single propulsion engine of a modern 

container ship can cost around $1 million and circulate up to 70 tons of lubricating oil. This critical fl uid 

is subjected to a wide range of contamination factors in addition to its normal, unpredictable service life. 

Historically, quality control has been performed by a combination of rudimentary fi eld tests conducted by 

shipboard engineers and laboratory analysis of samples submitted to the supplying oil company. Its long 

been recognised that the time gap between receiving the results of lab analyses and the questionable 

security of relying on stressed shipboard staff to perform and interpret oil tests was an area of considerable 

vulnerability. To date no aff ordable technology exists to deliver real-time analysis aboard ship. A ship is an 

isolated community constantly moving around the world in a hostile operating environment. The engine 

and the ship are at risk when lube oil fails. POSSEIDON intends to remove this vulnerability by delivering 

technology to provide sensor systems to measure real-time lube oil quality, plus additional benefi ts for 

operators and the environment by optimising lubrication oil use and enhanced understanding of the oil and 

equipment for the crew, operator and OEMs. It will also enable oil suppliers to eliminate wasteful practices. 

Objectives 

POSSEIDON addresses the development of a complete sensor-based processing unit that can continuously 

monitor a ship’s lubricated systems to provide scrutiny over serviceable life enabling crews to predict 

degradation, anticipate problems and take remedial action before damage and failure occurs. This will 

extend engine lifetime, avoid loss of performance and could prevent catastrophic failures. There are also 

environmental benefi ts as the optimisation of lube oil reduces the quantity of spent lubricant destined for 

disposal (2 million tons/year). POSSEIDON will monitor the main lube oil properties (viscosity, water-in-oil, 

base number and total impurities) that indicate degradation and contamination. This will provide more 

precise understanding of actual engine status and timely scheduling of remedial actions incorporating 

proactive maintenance towards condition monitoring. These include replenishment for optimising lube oil 

conditions for engine operation, worn component replacement to suit the vessel’s schedule and surveys 

based on real conditions as opposed to arbitrary time periods. An important objective will be to reduce/ 

eliminate dependence on land-based analysis and vulnerability to sudden contamination. The unique 

operating environment aboard a ship provides the challenge of integrating shipboard data management 

and expert/control systems, including transmission to and from remote locations. 


The work plan is organised into 12 work packages (WP) starting with a precise defi nition of user requirements 

and architecture of the sensor, including electronic and software architecture and prototype specifi cations. 

WP2 assesses the sensor fundamentals by studying actual lube oil and determining the relationship between 

various parameters and oil quality. 

WP3 determines the calibration patterns for the various parameters. 

WP4 addresses design and development of the optical IR sensor. 

WP5 will determine the measurement principles for the TBN sensor and develop the design and fabrication.



WP6 deals with the development of the viscosity sensor concept and overall design, fabrication, interfacing 

testing, electronics, software development and data processing. WP7 addresses similar issues for the 

impurity sensor while WP8 deals with sensor unit integration development. The main tasks/actions of this 

work package are development of the sensor-processing unit, development of distributed ship/ground 

communications and the interface for delivering data into the shipboard management system. 

WP9 deals with intelligent support software developments such as data fusion, condition-monitoring 

strategy, integrated troubleshooting and risk management and best practices for human interaction. 

The fi nal three work packages cover testing, revision and validation of the technology and the management 

and exploitation of the project. 

Results 

The principal deliverable is a demonstrator of the sensor system for monitoring the condition of the main 

engine in lubricating oil aboard large ships. This sensor system is expected to provide quantitative information 

regarding the key parameters of lube oil enabling operators to predict and anticipate deterioration 

conditions. The sensor system will facilitate integration with alarm systems, expert management systems, 

data management systems and onward communication. The signifi cance of these developments is that it 

could remove a signifi cant area of vulnerability in an extremely safety-sensitive industry. In addition it would 

alleviate an overstretched manpower situation and facilitate monitoring and management from a remote 

location. The successful adoption of the system could optimise the use of lubricating oil and minimise the 

cost and consequence of disposing with spent oil. In the maritime industry, the logistical patterns of endusers 

makes disposal, repair costs and interruption in service severely punitive. However, while the facility 

of remote condition monitoring has major impact for land-based industry, the potential off ered to maritime 

users is enormous. It is expected that this development could have a substantial strategic eff ect on both 

vessel operators and lube oil suppliers. 

Keywords: Lubrication, condition monitoring, predictive maintenance, contamination, degredation, 

ships, maritime 

51

52 



Acronym: POSSEIDON 

Name of proposal: Progressive Oil Sensor System for Extended Identifi cation ON-Line 



Total cost: 2,293,778 € 









Website: 


http://www,martechnic.com 

Coordinator: Mr Herholdt Ingo 

Martechnic GmbH 

Adlerhorst 4 

E-mail: 

DE 22459 Hamburg 

info@martechnic.com 

Tel: +49 (0)40 853128 0 

Fax: +49 (0)40 853128 16 

Partners: Fundacion Tekniker ES 

IB KRATES OÜ EE 

Institut für Mikrotechnik Mainz GmbH DE 

BP plc UK 

RINA SPA IT 

Wearcheck GmbH DE 

University of Sunderland UK

Railenergy 

Innovative Integrated Energy Effi ciency 

Solutions for Railway Rolling Stock, Rail 

Infrastructure and Train Operation 

The project plans to develop a holistic framework approach incorporating new 

concepts and integrated solutions to improve energy effi ciency in the railway domain 

under specifi c technical, operational, political and socio-economic constraints. 

Background 

There are strong incentives on the part of the railway sector to reduce energy consumption so as to reduce 

life-cycle costs and to maintain and enhance the railways’ image as the most environmentally friendly mode 

of transport. Energy costs are becoming a principal cost driver for railway operators due to rising energy 

prices in recent years and it is becoming a question of economic survival to bring these costs down, at least 

in relative terms. Freight customers are mostly concerned with unit prices, especially for the ‘high-volume/ 

low-value’ rail transport market, while passengers using trains today, apart from the cost of the ticket, are 

increasingly demanding greater comfort and overall attractiveness of trains. While trying to meet their 

customers’ expectations, railways have to address issues that arise as a consequence of other functions, 

such as growing energy consumption. While there are some best practices available in Europe in terms of 

operational and technical measures to improve energy effi ciency, they certainly do not address the problem 

in a comprehensive manner as seen from a strategic and management point of view. There is a need to 

examine the question of energy consumption in railways in a more profound and complete way. 

Objectives 

The overall objective of Railenergy is to cut energy consumption in the railway system, thus contributing to 

a reduction of life-cycle costs of railway operation and of CO 2 emissions. The project target is to achieve a 

6% reduction in specifi c energy consumption (e.g. energy consumption per seat/km or tons/km) of the rail 

system by 2020 by addressing diff erent systems, subsystems and components of railways in an integrated 

way. The cumulative impact of the proposed innovative solutions will be assessed with the help of the 

global modelling tool to be developed within the project. The individual contributions of each subsystem 

and the relations among the subsystems in the energy consumption process will be clearly identifi ed. The 

most promising solutions will be realised and tested. According to the results of the global modelling and 

testing, it will be demonstrated how one set of integrated solutions can contribute to reach the target of a 

6% reduction below the anticipated energy consumption for 2020, given the target of a doubling in traffi c 

intensity, as well as all the possible intermediate and longer term scenarios identifi ed during the project. 




The ‘Railenergy global model’ is at the heart of this system approach and describes all energy fl ows in the 

railway system. This model is developed within the core subproject dealing with integrated energy effi ciency 

management. The global model is unique in the sense that it is covering the following two important 

functionalities: 

• integrated decision support tool 

• plug and play principle 

The following structure has been developed for project implementation: 

• NRG-Needs (Energy needs and key performance indicators defi nition) 

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• NRG-Effi ciency Management (Integrated energy management) 

• NRG-Trackside (Trackside energy improvements) 

• NRG-Components (Onboard innovative components) 

• NRG-Traction (Onboard innovative traction) 

• NRG-Topologies (Optimisation of electrical equipment topologies and operation) 

• Training and Dissemination (for dissemination purposes only) 

• Coordination 

Results 

Railenergy could make a considerable contribution to the EU policy on sustainable development in three 

ways: 

• boosting the competitiveness of railway transport (due to a reduced life-cycle cost) and thus enabling 

modal shift from road to rail, which is one of the pillars of sustainable development policy 

• effi cient use of scarce energy resources and subsequent contribution to improved security of energy 

supply 

• lower emissions of greenhouse gases (mainly CO 2 ) and air pollutants thus helping to combat climate 

change. 

The potential positive impact of reduced energy consumption is not limited only to the economic advantages 

for the railway sector itself. The environmental impact of the Railenergy project will be undoubtedly positive, 

contributing to reduced energy use (thus respecting the scarcity of the relevant natural resources) and lower 

emissions of air pollutants. By tackling the issue of energy effi ciency, railways respond to the societal concerns 

about the security of energy supply and climate change. These concerns are at the heart of EU policy-making 

at present and railway stakeholders would contribute to addressing these issues by focusing joint eff orts on 

reducing energy consumption in the entire railway system. 

Keywords: Energy effi ciency, holistic approach, reduction of energy consumption, measuring energy 

consumption, harmonised energy consumption data 

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The structure of the Railenergy project

Acronym: Railenergy 

Name of proposal: Innovative Integrated Energy Effi ciency Solutions for Railway Rolling Stock, Rail 

Infrastructure and Train Operation 



Total cost: 14,664,734 € 




Sector: Rail 




Website: 


http://www.railenergy.org 

Coordinator: Ms Dindarova Nailia 

Union of European Railway Industries 

221 Avenue Louise 



E-mail: 

BE 1050 Brussels 

nailia.dindarova@unife.org 

Tel: +32 (0)2 642 23 21 

Fax: +32 (0)2 626 12 61 

Partners: Eurolum FR 

Rete Ferroviaria Italiana S.p.A. IT 


Trenitalia S.p.A. IT 

D’Appolonia S.p.A. IT 

Institut fuer Zukunftsstudien und Technologiebewertung IZT GmbH DE 

Siemens Aktiengesellschaft DE 

ALSTOM Transport SA FR 

ANSALDOBREDA S.p.A. IT 

Bombardier Transportation GmbH DE 

Faiveley Transport Piossasco IT 

BANVERKET SE 

Consorzio Nazionale Interuniversitario per I Transporti e la Logistica IT 

emkamatik GmbH CH 

ENOTRAC UK Limited UK 

Forschungs- und Anwendungsverbund Verkehrssystemtechnick / TSB DE 

Transportforskningsgruppen i Borlänge AB SE 

Výzkumný Ústav Železniční, a.s. CZ 

Kungliga Tekniska Högskolan SE 

Saft S.A. FR 

CORYS Training & Engineering Support Systems S.A. FR 

Transtechnik GmbH & Co. KG DE 

Transrail Seweden AB SE 

Instituto Superior Técnico PT 

SCIROIDA S.p.A. IT 

Rail Cargo Austria AG AT 

55

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TOP EXPERT 

TAILORED ON-BOARD ACTIVATED 

AGENTS PRODUCTION FOR EXHAUST 

AFTERTREATMENT PERFORMANCE 

ENHANCEMENT 

The project is focused on the selection and assessment of an integrated active 

after-treatment system, compliant with Euro V regulations and beyond and capable 

of superior performances pursued via the generation of activated chemical agents 

via two alternative ways, a catalytic and an energy-based approach. 

Background 

Despite the diesel engines environmental impact, there has not been an application for any after-treatment 

technology for a long time. In the last few years, diesel emissions have had to face increasing worldwide 

public pressure, which has led to more and more severe emission regulations. Although catalyst-equipped 

Otto-engines are nowadays cleaner than diesels, as far as soot and NO x production are concerned, diesel 

engines are preferred in almost all heavy-duty applications. 

Since the fi rst diesel engine emission regulations were issued, several engine modifi cations have been 

developed to reduce pollutant species production. While CO and HC emissions are manageable through 

the use of an oxidation catalyst, NO x and particulates are a harder task to handle and abate. Optimisation of 

the engine’s combustion towards low NO x emission and soot emission has to face a trade-off . The necessary 

compromise between NO x and particulate emissions make advanced after-treatment technologies a must 

to meet the current and future regulations; Euro IV regulations, at present in force, have been met by all 

car manufacturers thanks to the extensive use of after-treatment devices, in close synergy with engine 

management strategy. Anyhow the future emission limits will force the use of innovative after-treatment 

components/systems capable to contemporary reduce both NO x and soot emissions. 

Objectives 

The specifi c objective of the proposal is to develop, procure and test the needed components and integrated 

systems, in order to achieve the following targets: 

• EuroV (and beyond) emission levels for passenger cars, particularly in terms of NO x emission 

• low fuel/energy penalty (< 2 %) 

• compatibility with the engine and vehicle systems 

• system operation and maintenance that is fully transparent to the vehicle user 

• cost-competitive system with a complete state-of-the-art after-treatment system. 

From the outset, system integration is the leitmotiv of the project. The system will have to be an automotive 

one, and this will be ensured by a partnership strongly focused on automotive exhaust technology 

development, manufacturing and application. Eff orts will be made to improve each single component of the 

pursued integrated technology. A scientifi c and rigorous approach will be followed: 

• lab-scale testing of single devices and of pre-prototype assemble systems 

• scale-up testing of both systems on the engine bench 

• vehicle testing in real conditions for fi nal assessment of the most promising technology.



Such a development process will follow the guidelines of a typical automotive development: this will ease 

the technology transfer for industrial exploitation of the results. 


Specifi cations and boundary conditions will be the fi rst indispensable step to make the achievement of 

quantifi able results in terms of effi cient after-treatment devices. The core part of the project is divided into 

two work lines: 

• catalyst-based approach and energy-based approach to the generation and exploitation of activated 

agents 

• developing dedicated after-treatment equipment, required to exploit the output of the activated 

agents’ production devices. 

The two work lines will produce lab-scale integrated systems, which will be extensively tested; also, a 

system simulation tool will be developed within the project, which will support the industrial application 

of the technologies under investigation. Providing a tool for activated agents’ production and exploitation 

simulation will allow the integration of existing software and so facilitate a quick industrial exploitation of 

results. 

The application engineering will transfer the developed systems from lab-scale to full-scale on the test bench 

for implementation onto a state-of-the-art engine exhaust line. This step provides the basic understanding 

of the technological capabilities in real working conditions. From the two approaches, the most promising 

technology will be selected for the implementation of a state-of-the-art vehicle for the fi nal assessment. 

Results 

The mains project deliverables will be: 

• Development of a complete software package for the simulation of catalyst and energy-based aftertreatment 

systems and assessment based on experimental dataset. 

• Scale-up of the catalytic and energy-based systems for the engine test bench experimental campaigns 

to asses the system functionality, assess it in diff erent engine working conditions, assess the 

compatibility with engine systems, the emission abatement effi ciency assessment in terms of exhaust 

pollutant removal effi ciency and counter pressure/compatibility with engine systems. 

This will allow performing an objective and straightforward comparison whose output will be the fi nal 

project deliverable: 

• Selection of the most promising technological route for the fi nal assessment on a vehicle. 

The system that results in being the most promising between the two explored technological 

routes will be fi nally assembled on a vehicle for the evaluation of the system capabilities in real 

driving conditions and in standard driving cycles. The positive environmental impact of the project 

is clearly visible, considering the increasing number of vehicles equipped with diesel engines and 

their emissions mainly consisting of NO x and fi ne particulate matter. The proposed project intends 

to provide an alternative solution to these problems by applying novel concepts to exhaust aftertreatment 

engineering. 

Keywords: After-treatment technology, plasma reforming, NO x reduction, onboard fuel reforming 

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Acronym: TOP EXPERT 

Name of proposal: TAILORED ON-BOARD ACTIVATED AGENTS PRODUCTION FOR EXHAUST 

AFTERTREATMENT PERFORMANCE ENHANCEMENT 



Total cost: 2,723,848 € 






Sector: Road 





Coordinator: Dr Merlone Borla Edoardo 



E-mail: 


edoardo.merloneborla@crf.it 

Tel: +39 011 9080386 

Fax: +39 011 9083666 

Partners: Montanuniversitaet Leoben AT 


University of Liverpool UK 

Aerosol and Particle Technology Laboratory / Centre for Research 

and Technology Hellas / Chemical Process Engineering Research Institute GR 

ArvinMeritor Emission Technologies GmbH DE 

Johnson Matthey plc UK



TOPMACS 

Thermally Operated Mobile Air 

Conditioning Systems 

The goal of the project is to develop mobile air conditioning systems (MACS) with a 

reduced impact on the environment. The systems will be considered for two vehicle 

applications: passenger cars and trucks. 

Background 

The state of the art of the MACS is represented by vapour compression cycles that use R134a as a refrigerant, 

which is a greenhouse gas with a high global warming potential (GWP, equal to 1 300). Due to the refrigerant 

leakages during usage, it has been estimated that in Europe, every year, between 750 and 2 500 tons of R134a 

are emitted in the atmosphere. Taking into account the GWP, this is equivalent to up to 3 millions of tons of 

CO 2 . 

Europe is making a huge eff ort to reduce greenhouse gas emissions. The development of highly effi cient air 

conditioning systems with a near-zero greenhouse gas emission and eliminating hydrofl uorocarbon (HFC) 

have been considered a priority. According to the new EC regulation, by 2011, no refrigerant having a GWP 

higher than 150 can be used on MACS. 

At present two gases are being considered as options to replace the R134a. CO 2 has a low GWP (equal to 1), 

but as it works at high pressure, it needs the development of new components. Moreover, its performance 

could be critical at high ambient air temperatures. The other option is R152a, which is still a HFC but with a 

GWP below 140. The drawback is its slight fl ammability. 

Objectives 

The project aims at: 

• eliminating the environmental impact from refrigerant leakages. The refrigerants used (water, 

ammonia or hydrogen) are in agreement with new regulations. 

• reducing indirect emissions. The MAC system’s impact on fuel consumption will be minimised since 

the primary energy source will be waste heat, while the electric compressor-driven metal hydride 

system can have a COP of up to 3.4. 

• decoupling the MAC systems from the engine. The availability of a low-consumption electrical 

powered cooling system could be the ideal solution for a vehicle with electrical traction architectures 

(stop&start vehicles, hybrid vehicles or fuel cells). These vehicle types risk serious commercial problems, 

and elimination of their environmental advantages, if a high effi ciency solution for thermal comfort is 

not available. 

• developing an auxiliary heating system. Since these systems are capable of a heat pumping operation, 

they can be a solution for the lack of waste heat of highly effi cient diesel engines and also for vehicles 

not powered by an internal combustion engine. 

• developing additional functions like pre-conditioning. The potential of these systems to provide 

energy storage or the presence of an APU, will allow pre-warming and pre-cooling, for which the car 

market demand is growing and it is considered all important in the truck. 

• downsizing the system. To have pre-conditioning systems is also benefi cial from an energy point of 

view, allowing a system design with lower peak power. 

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The following system requirement defi nitions need to be determined: 

1. specifi cations for systems in trucks and cars (weight, size, operating temperatures, vibrations, noise, 

etc) 

2. target performance expected from the systems, (refrigerant power, effi ciency, thermal comfort, quality 

of the air) 

3. reference truck and car on which the performances will be verifi ed and the corresponding assessment 

method defi ned. 

Overall Systems Model: lumped parameter models of the truck and car that include all the sub-systems 

having an interaction with the MAC system need to be developed. The models will allow the simulation of: 

• thermal performances (power and perceived comfort) 

• energy consumption. 

Development of a metal hydride system: investigations will be carried out with either waste heat (from the 

engine or APU) or electric energy (for hydrogen compression) as the primary energy source. A test bench 

prototype will be set up and the performance evaluated. 

Development of sorption cooling system: the design, construction and testing of lab-scale solid sorption air 

conditioner and cold storage systems for automotive applications. 

A second-generation prototype will be installed onboard the car/truck and tested. 

An evaluation of the environmental benefi ts and cost analysis will be carried out. 

Results 

An assessment methodology will be developed to evaluate both the fuel over-consumption due to the 

MACS and the thermal comfort. This methodology could be a useful base for a procedure proposal about the 

measurement of the over-consumption/emission due to MACS. 

An overall model of the truck and car and the subsystems will allow a simulation of the thermal performance 

and predict the energy consumption of the systems. 

There will be four test bench prototypes (three of sorption, one of metal hydride). 

A prototype car and truck, equipped with the best innovative systems, will be developed. The prototypes will 

be compatible with the incoming EU regulations on fl uids, and will also allow a lower impact of the MACS 

during the phase of use, lowering the additional fuel consumption generated by MACS. The MAC systems can 

be decoupled from the engine, off ering a solution for vehicles powered by non-conventional powertrains 

and for truck air conditioning in parking conditions.



Acronym: TOPMACS 

Name of proposal: Thermally Operated Mobile Air Conditioning Systems 



Total cost: 4,453,732 € 






Sector: Road 




Website: 


http://213.21.184.250/CRFprojects/EuropeanProjects/TOPMACS/ 

Coordinator: Dr Mola Stefano 



E-mail: 

IT 10043 Orbassano 

stefano.mola@crf.it 

Tel: +39 0119083007 

Fax: +39 0119083898 

Partners: IVECO IT 

VALEO CLIMATISATION FR 

TREIBACHER INDUSTRIE AG AT 

Energy Research Centre of the Netherlands NL 

Consiglio Nazionale delle Ricerche - ITAE IT 

University of Warwick UK 

University of Stuttgart DE 

Universidad Politecnica de Valencia ES 

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ULYSSES 

The Future Propulsion as ONE System 

The aim is to construct a platform for exchanging information and strategic planning 

of RTD projects on an internal combustion powertrain running on new fuels. This 

CA will identify links and favour integration by targeting pollutant/CO 2 reduction and 

energy supply security. 

Background 

Twelve years coordination of RTD projects was carried out by a Third Framework Programme (FP3) cluster, 

and during FP4 and FP5 by two thematic networks, PREMTECH I (Advanced propulsion systems and emission 

reduction technologies) and PREMTECH II (Effi cient and low emitting propulsion technologies). 

FP5 has generated engine control technologies, such as multi-injection of fuel, variable valve actuation, 

variable compression ratio, etc., capable of high fl exibility. The challenge now is to pass from the single 

technology in FP5 to a controlled sub-system made up of more than one technology in FP6. The subsystems 

composed of highly fl exible technologies should converge on the design of a fl exible propulsion 

system running on future fuels able to meet signifi cant pollutant and CO 2 reduction. The breakthrough is 

represented by an ensemble of the technology sub-systems. Other activities had not been covered, such 

as after-treatment and the use of new synthetic fuels that together with an integrated control and gearbox 

would be required to treat the overall propulsion system. 

ULYSSES will contribute to EU policies suggesting what is the state of the art and its future evolution via the road 

map of the propulsion system technologies, also taking into account the engine/after-treatment requirements 

in terms of the fuel type/quality, thus giving a substantial contribution to the European Research Area (ERA). 

Objectives 

The altered conditions of the FP6 and FP7 research, with respect to FP4 and FP5, is accounted by building this 

Coordination Action (CA) on two pillars: 

• Content: the aim is the full implementation of the potential of the internal combustion (IC) engine and 

hybrid technologies developed in previous and current projects by considering the three elements 

– fuel, powertrain (engine and gear box) and after-treatment – as ONE system able to combine the two 

confl icting requirements of low emissions and high effi ciency with future fuel characteristics. 

• Partnership: the consortium enables a 360° coverage of technology innovation and fuel processing. 

Linkages with EUCAR, EARPA, CONCAWE and AECC (Association for Emissions Control by Catalyst) are 

established to design future research strategy. 

The CA objective is to construct a platform for exchanging information and strategic planning of EC-funded 

research projects dealing with new propulsion technologies/concepts based on IC engines running on 

an ameliorated fuel, including alternative and renewable fuels for on-road vehicles. Extension to rail and 

waterborne propulsion is also considered. 


The propulsion concept, based on IC engines for on-road vehicles, is organised according to a matrix structure 

with the following: 

• Three vertical developmental areas coordinated by META: 

a. fuel led by VW and OMV 

b. powertrain system including engine, gearbox and hybrids lead by Centro Richerche Fiat and 

DaimlerChrysler (DC) 

c. after-treatment led by DC.



• Four horizontal work packages (WP) to perform a platform for exchanging information and strategic 

planning of EC-funded projects: 

1. System analysis: propulsion systems (on-road, railways, waterborne) versus fuel evolution by AVL, 

FEV, Institut Français du Pétrole and OMV, coordinated by META 

2. RTD strategy and plans: assessment of the international state of the art, identifi cation of gaps and 

needs in the RTD activities, defi nition and updating of the joint RTD strategy and plans, and innovation 

technology acceptance by the three OEMs (original equipment manufacturers) coordinated by META 

3. Exploitation and dissemination: identifi cation of linkages among the projects as expressed by the main 

deliverables, proper actions for favouring project integration/technology transfer on the occasion of 

the CA projects annual review, defi nition of coordinated cross-fertilisation plans in order to improve the 

dissemination of project outcomes, reporting and dissemination of knowledge by META 

4. Supporting infrastructure: provision of the basic infrastructures needed to operate ULYSSES by META. 

Results 

The main outputs that will be generated by the CA projects deal with a wide range of applications of vehicle 

technologies, mainly aff ecting light- and heavy-duty on-road engines. The system analysis performed in WP1 

represents the basis for the OEMs to orient the project’s technologies and to supply a strategic planning to 

the EC in WP2. The dissemination ensuring the optimal use of the results via the cross-fertilisation among the 

projects will support the exploitation (WP2 and WP3). Achievements will be exchanged with organisations 

(EUCAR, EARPA, CONCAWE and AECC) and EC programmes, such as the European Climate Change Programme 

(ECCP) and the Clean Air for Europe (CAFE). To ensure the optimal use of the results beyond the participants, 

the partnership is an open structure allowing other partners to join the meetings/activities depending on the 

interests represented by new projects. Furthermore, to cover the large area of interests a close collaboration 

will be pursued with: 

• Commission services (Environment, Enterprise, etc.) 

• International organisations 

• regulatory bodies of the USA (EPA and CARB) and Japan (Ministry of Environment) 

• normative bodies, like ISO and CEN 

• ERTRAC (European Road Transport Research Advisory Council) by orienting its strategic targets 

according to the recommendations for FP7 through the given input on research needs and gaps. 

Keywords: Propulsion systems engineering, vehicle engineering, fuels technology 

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Acronym: ULYSSES 

Name of proposal: The Future Propulsion as ONE System 

Contract number: TCA5-CT-2006-031365 

Instrument: CA 

Total cost: 1,200,000 € 






Sector: Road 





Coordinator: Dr Ezio Volpi 

Centro Ricerche Fiat S.c.p.a. 


E-mail: 

IT 10043 Orbassano (Torino) 

ezio.volpi@crf.it 

Tel: +39 011 9083 258 

Fax: +39 011 9083 410 

Partners: META-Ricerche S.n.c. IT 






OMV Refi ning & Marketing GmbH AT



FELICITAS 

Fuel-cell Powertrains and Clustering in 

Heavy-duty Transports 

FELICITAS aims to develop fuel-cell systems that are capable of meeting the 

demands of heavy-duty transport for road, rail and marine applications. These 

systems will be highly effi cient, power-dense, durable, robust and reliable. 

Background 

Two of the fuel-cell (FC) technologies most suitable for heavy-duty transport applications are polymer 

electrolyte fuel cells (PEFC) and solid oxide fuel cells (SOFC). Currently neither technology is capable of meeting 

the wide-ranging needs of heavy-duty transport because of either low effi ciencies (PEFC) or poor transient 

performance (SOFC). FELICITAS proposes the development of high-power fuel-cell clusters (FCC), which 

group FC systems with other technologies, including batteries, thermal energy and energy recuperation. 

The FELICITAS consortium will fi rst undertake the defi nition of the requirements on FC powertrains for the 

diff erent heavy-duty transport modes. This will lead to the development of FC powertrain concepts, which, 

through the use of advanced multiple simulations, will undertake evaluations of technical parameters, 

reliability and life-cycle costs. Alongside the development of appropriate FC powertrains, the consortium 

will undertake fundamental research to adapt and improve existing FC and other technologies, including gas 

turbines, diesel reforming and sensor systems for their successful deployment in the demanding heavy-duty 

transport modes. This research work will combine with the FC powertrains design and simulation work to 

provide improved components and systems, together with prototypes and fi eld testing where appropriate. 

The FELICITAS consortium approach will substantially improve European FC and associated technology 

knowledge and expertise in the fi eld of heavy-duty transport. 

Objectives 

FELICITAS focuses on the development of fuel-cell drive trains capable of meeting the demands of heavyduty 

transport for road, rail and marine applications. The main requirements include power levels above 

200 kW, power density at about 200 kW/t, system effi ciency at about 60%, fuelled by hydrogen and/or 

hydrocarbon, having robustness and longevity, improved environmental impact and price competitiveness 

to conventional IC engines. 

The scientifi c and technological approach in FELICITAS comprises clustering and hybridisation. FELICITAS 

will contribute by providing improved SOFC technology for marine applications, onboard diesel reforming 

technology for SOFC powertrains, and gas turbine technology for hybrid SOFC powertrains. In consequence 

of the so far predominantly stationary application of the SOFCs, signifi cant improvements in performance 

and design are necessary to meet the requirements of heavy-duty transport. 

Onboard fuel reforming will be a critical issue too within the framework of FELICITAS, because operating on 

high-energy-density fuels, such as liquid fuels, is essential for long distance operation of heavy-duty vehicles 

or ships. Addressing the particular demands of marine applications is therefore the fi rst logical step in the use 

of SOFC for mobile applications. 

FELICITAS will improve PEFC technology in a similar manner by developing PEFC clusters for heavy-duty 

road and light rail applications and hybrid PEFC clusters with extended durability, effi ciency and increased 

power dynamics. PEFC technology is already well adapted for automotive applications, but the durability 

and power levels of PEFC remain a challenge: PEFC effi ciency does not exceed 50% due to electrochemical 

restrictions. However, hybridisation and clustering of PEFC modules developed within FELICITAS should be a 

cost-effi cient and practicable way to overcome this limitation. 

65

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The subprojects and work packages draw on the principal FELICITAS themes of FC clustering and FC 

hybridisation. 

Subproject 1 – ‘Application requirements and system design’ – addresses the issues of FC-based propulsion 

and auxiliary power units (APU) for heavy-duty transport. This phase of the project brings together the 

operators and end users of heavy-duty vehicles to defi ne the basic performance and physical requirements 

of the propulsion and APU systems. FC-based systems will be designed to meet these requirements. The 

subproject leader is Lürssen, a shipbuilder located in Germany. 

Subprojects 2 and 3 are devoted to the improvement of FC types suitable for heavy-duty transport – SOFC 

and PEFC – and are led by FELICITAS’ major industrial partners and FC producers – Rolls-Royce and Ballard 

respectively. 

The scope of Subproject 2 – ‘Mobile hybrid SOFC’ – is the marinisation of the Rolls-Royce Fuel Cell SOFC 

product currently being developed for stationary power generation. This will require components, systems 

and packaging improvements and modifi cations to meet the exacting needs of a marine application. 

Subproject 3 – ‘PEFC-Cluster’ – concentrates on improving PEFC reliability and power level by clustering. The 

performance and packaging of these PEFCs are already very well advanced for mobile applications. 

Subproject 4 – ‘Power management’ – concerns general technical problems of FC-based propulsion and will 

be led by one of the major research partners, FhG IVI.

Acronym: FELICITAS 

Name of proposal: Fuel-cell Powertrains and Clustering in Heavy-duty Transports 



Total cost: 12,671,645 € 






Sector: Multi 



Research domain: Development of zero or near-zero emission propulsion 

Website: 


http://www.felicitas-fuel-cells.info/ 

Coordinator: Dr Klingner Matthias 

Fraunhofer Institut Verkehrs und Infrastruktursysteme 

Zeunerstraße 38 



E-mail: 

DE 01069 Dresden 

Matthias.Klingner@ivi.fgh.de 

Tel: +49 (0)351 46 40 640 

Fax: +49 (0)351 46 40 613 


NuCellSys GmbH, DE 

CCM Centre for Concepts in Mechatronics B.V. NL 

Graz University of Technology, Institute for Chemical Technology 

of Inorganic Materials, Christian Doppler Laboratory for Fuel Cell Systems AT 

Fr. Lürssen Werft (GmbH & Co. KG) DE 

Hochschule für Angewandte Wissenschaften Hamburg DE 

Imperial College of Science, Technology and Medicine UK 


Rolls-Royce Fuel Cell Systems Ltd UK 

Institut national de Recherche sur les Transports et leurs Securite FR 

University of Belfort-Montbéliard FR 

Technische Universiteit Eindhoven NL 

Università di Genova, Dipartimento di Macchine Sistemi Eneregetici 

e Trasporti (DiMSET) IT 

Czech Railways - Railway Research Institute CZ 

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HOPE 

High Density Power Electronics for FC- and 

ICE-Hybrid Electric Vehicle Powertrains 

In order to increase the fuel economy of vehicles, effi cient electric drivetrains are 

needed for conventional or fuel cell-based hybrid cars. Affordable high-density power 

electronics are a precondition. HOPE has two approaches: a low-cost solution and a 

more advanced high-temperature solution without liquid cooling. 

Background 

Since the invention of cars, urban traffi c has grown exponentially, and one of its main consequences is 

pollution. In the past internal combustion engines were improved by e.g. exhaust gas treatment and optimised 

combustion. To get to even lower emissions levels, other concepts are needed: e.g. fuel cell and hybrid electric 

cars. These cars include an electric drive which improves the overall effi ciency and reduces CO 2 . Several 

Japanese car manufacturers have brought HEV to the markets. In order to bring European hybrid technology 

successfully to the market, two elements are crucial beside the fuel cell: High performance batteries and 

highly effi cient and reliable power electronics. HOPE addresses the power electronics challenge, with the aim 

of reducing costs and increasing power density, while ensuring reliability and driving performance. 

The results of HOPE are relevant from a business perspective because they improve the competitiveness of 

European products. On the other hand they help in meeting the environmental targets and therefore HOPE 

is relevant for the whole European society. 

Objectives 

The general objectives of HOPE are: 

• cost reduction 

• meeting reliability requirements 

• reduction of volume and weight. 

These are a necessity to make the FC- and ICE-hybrid vehicles a success. 

The overall target is to reduce fuel consumption because it will then correlate with CO 2 emissions. The 

ultimate solution is the fuel cell (FC) which requires only hydrogen. But FC cars will not be in large-scale series 

production before 2015. In the meantime, ICE- (internal combustion engine) hybrid cars will emerge like the 

various Toyota, Honda, Lexus and Ford models. 

It is obvious that there is a need for diff erent power ratings because of the great variety of cars and their level of 

electrifi cation. If one assumed that there would be an individual power electronics for every car manufacturer 

and model, it is obvious that this would lead to high costs. Therefore a standardisation is needed that is based 

on ‘power electronics building blocks’ (PEBB) with a certain rated power, shape and terminal geometry. These 

PEBBs will then be a mass product, which can be manufactured at a reasonably low price. 


Work Package (WP) 1 defi nes common OEM specifi cations for FC- and ICE-hybrid vehicle drive systems; 

identifi es common key parameters (power, voltage, size) that allows consequent standardisation; developes 

a scalability matrix for PEBBs. The power ranges will be much higher than those of, for example, considered 

in the HIMRATE project and will go beyond 100 kW electric power. 

WP2 develops one reference mission profi le which will be taken as the basis for the very extensive reliability 

tests that are planned.

WP3 investigates key technologies for PEBBs in every respect: materials, components (active Si- and SiC 

switches, passive devices and sensors), new solders and alternative joinings, cooling and EMI shielding. 

In WP4, two PEBBs are developed: an IML (power mechatronics module), which is based on a lead-frame 

technology and a SiC-PEBB inverter. 

WP5 develops a control unit for high-temperature control electronics for the SiC-PEBBs. 

Finally WP6 works on integrating the new technologies invented in HOPE into powertrain systems and carries 

out benchmark tests. 

It is clear from the start that many innovations are necessary to meet the overall goals of HOPE. An IP management 

group will be formed as well as a reliability-testing group and standardisation group, which will make contact 

with diff erent organisations. Contact will be made with the EU project HYSYS concerning the integration. 

Results 

The project has the following deliverables: 

• Common specifi cations from OEMs including key parameter ranges for FC-hybrid and ICE-hybrid 

vehicles drive system 

• Scalability matrix (assessment of OEMs needs covered by the technologies developed) 

• Reference mission profi le for FC- and ICE-hybrid electric vehicles 

• Load patterns and lifetime requirements defi ned by OEMs for three diff erent power ratings 

• Applicable test procedures for power electronic systems 

• Results of APCT, AMPCT and subsystem tests 

• Synthesis of the reliability testing at high temperatures: failure modes and lifetime prognosis 

• WP2 requirements; power partitioning for power modules 

• Sensor evaluation 

• HT-joining technologies 

• Cooling concepts and verifi cation 

• Results of environmental and reliability tests 

• Design of the fi rst mechatronic test vehicles 

• Final assessment on the new IML mechatronic power technology for automotive applications, 

including its compliance for scalability, comparison of diff erent joining technologies and comparison 

of the performances of Si- and SiC-based power modules 

• Low parasitic commutation cell concepts for extremely fast switching SiC devices 

• First prototype SiC-driver and demonstrators/subsystems 

• Requirements for SiC inverter control board 

• SiC-control board 

• HT – SiC-control board 

• Specifi cation of FC-hybrid/ICE-hybrid powertrain units 

• Specifi cation of modelling and simulation of 

powertrain units 

• Impacts of implemented technologies on inverter 

integration 

• Benchmark study 

Keywords: Power electronics, automotive, hybrid electric 

vehicle, fuel cell 



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Acronym: HOPE 

Name of proposal: High Density Power Electronics for FC- and ICE-Hybrid Electric Vehicle Powertrains 

Contract number: 019848 


Total cost: 4 089 000 € 


Call: HYDROGEN - 1 




Sector: Road 




Website: 


http://www.fp6-hope.eu 

Coordinator: Prof. Eckhard Wolfgang 

Siemens Aktiengesllschaft Corporate Technology 

Otto-Hahn-Ring 6 

E-mail: 

DE 81739 Munich 

eckhard.wolfgang@siemens.com 

Tel: +49 (0)89 636 44176 

Fax: +49 (0)89 636 46376 

Partners: DaimlerChrysler AG DE 

Swiss Federal Institute of Technology Zurich (ETH) CH 

Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE 




and its subsidiaries) FR 


Siemens VDO Automotive AG DE 

Valeo Electronique et Systèmes de Liaisons FR 


University of Technology of Belfort-Montbéliard FR 

Warsaw University of Technology PL



HYHEELS 

Optimisation of Hydrogen-powered 

Internal Combustion Engines 

The overall goal of HyHEELS is to provide an UltraCap energy storage system for 

the use in hybrid- and fuel-cell vehicles, which satisfi es all the properties necessary 

to make an integrative component. 

Background 

While the deployment of fuel-cell cars in the European fl eet will take decades (it normally takes more than 20 

years for standard functions to reach a 90% fl eet penetration), CO 2 problems are present and demanding; the 

automotive industry favours solutions off ering future potential when coupled with innovative powertrains 

as well as with the possible realisation of short-term benefi ts in combination with state-of-the-art powertrain 

technology. 

In this regard, it is necessary to stress the fact that automotive technology has grown to be more and 

more complex in recent years by the addition of an increasing number of functionalities. OEMs addressed 

this challenge by decreasing the production of in-house parts and by the supply of black box-like system 

components, the integration of which still constitutes a big challenge in terms of handling complexity. This 

is why the HyHEELS consortium considered it to be appropriate to focus on providing an UltraCap storage 

function comprising all the properties necessary to make it an integrative component. This is the unanimous 

view of both the supplier and the OEM regarding manageable interfaces. 

Objectives 

The detailed scientifi c and technical objectives are the result of a thorough analysis of the challenges in the 

energy supply architecture of hybrid and hydrogen fuel-cell vehicles. A hydrogen fuel cell has to be provided 

with power and energy during the start-up phase as well as continuously during operation. High power is 

needed for the acceleration of the vehicle and for high power auxiliary fuel cell loads like the compressor. A 

powerful and reliable energy supply is crucial to fulfi l the requirements of the future passenger car generation, 

which will be powered by hydrogen fuel cells. 

These could have high-power charge and discharge conditions as well as operating at low temperature, 

e.g. -20°C. UltraCaps could fi ll the power gap. The approved UltraCap storage technology is available but 

needs to be adapted to future automotive hybrid and hydrogen applications, satisfying the demands on cost 

effi ciency, safety and reliability. 


The aim of the development is to provide an improved cost-effi cient energy supply concept for hybrid 

vehicles based on an advanced, powerful UltraCap. This will be achieved by: 

• increasing the maximum operating voltage of UltraCaps from 2.5V to 2.7V. High-cell voltage requires 

an electrochemical stability of the electrode, the electrolyte and the packaging materials 

• cost reduction of the electrodes by new production technologies 

• cost reduction of cells and modules by industrialisation 

• advanced UltraCap component electrode and packaging. All the materials need to have a high 

electrochemical stability in order to operate the components at a higher voltage over a longer period 

of time. The component packaging weight must be minimised. Special attention must be paid to the 

packaging tightness and to the mechanical resistance 

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• advanced UltraCap module packaging with optimised thermal behaviour, weight and cost 

• development of an UltraCap controller, including a single cell voltage measurement and cell balancing, 

providing extended UltraCap information to the fuel-cell system supervisor. 

The fi nal goal of the project is the installation of an advanced, reliable and cost-effi cient UltraCap module, 

providing all necessary information, which enables the integration into the fuel-cell vehicle architecture. 

Results 

The contribution of HyHEELs to societal and policy objectives cannot be regarded in isolation but have to be 

seen in combination with the vehicle for which it delivers the energy supply. HyHEELs-developed Ultracaps 

are a necessary prerequisite for the development and validation of a hybrid vehicle with a vision to achieve 

1. ‘well to wheel’ energy effi ciency exceeding 35% on the extended European urban drive cycle, 

2. ‘tank to wheel’ CO 2 emissions not exceeding 80g/km when fuelled by hydrogen derived from fossilbased 

fuels and 

3. near zero CO 2 and pollutant emissions when fuelled by hydrogen produced from renewable sources. 

Keywords: Supercapacitors, ultracapacitors, hybrid energy systems, hybrid electric vehicles

Acronym: HYHEELS 

Name of proposal: Optimisation of Hydrogen-powered Internal Combustion Engines 



Total cost: 4,727,565 € 






Sector: Road 





Coordinator: Mr Knorr Rainer 

Siemens AG, Siemens VDO Automotive Group 

Siemensstrasse 12 



E-mail: 

DE 93009 Regensburg 

rainer.knorr@siemens.com 

Tel: +49 (0)941 790 6033 

Partners: Bayerische Motorenwerke Aktiengesellschaft DE 


Scania CV AB (publ) SE 

EPCOS AG DE 

Maxwell Technologies SA CH 

Vlaamse Instelling voor Technologisch Onderzoek (Flemish Institute 

for Technological Research) BE 


Irion Management Consulting GmbH DE 

University of Technology of Belfort-Montbéliard FR 

Warsaw University of Technology PL 

Vrije Universiteit Brussel BE 

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HYICE 

Optimisation of a Hydrogen Powered 

Internal Combustion Engine 

The internal combustion engine is ideally suited for hydrogen application since it 

offers high-power density at relatively low cost. HyICE is an initiative for automotive 

hydrogen engine development, which will provide economically feasible and 

environmentally friendly solutions for the increasing mobility demand. 

Background 

To usher in a new era in global energy production, hydrogen can be produced using many kinds of renewable 

energy sources, including solar or geothermal power. As the only carbon-free fuel no CO 2 is released during 

combustion and it can also be applied for various drivetrain systems. 

Increasing interest to accelerate the introduction of hydrogen gave space for using existing technologies 

such as the internal combustion engine (ICE), which is the most feasible approach considering time, cost and 

available knowledge. Due to the possibility of bi-fuel operation, the ICE has the potential to stimulate the 

mid-term transition into a hydrogen-based mobility. 

Objectives 

The goal of the project is to create the knowledge for building a highly effi cient hydrogen engine with a 

better specifi c power than gasoline and diesel at competitive costs. 

One key component is the system applied for mixture formation. For the two most promising concepts, 

direct injection (DI) and cryogenic port injection (CPI), the necessary knowledge concerning design and 

application has to be created. 

As the fi rst logical step, dedicated injectors capable of handling the new fuel with its specifi c characteristic 

have to be developed. The processes of mixture formation and combustion will be studied and optimised by 

the use of test engines as well as CFD calculations. 

A third subproject is delivering the supporting technologies, necessary for both engine concepts. These are 

an ignition system, able to deal with the broad fl ammability limits of hydrogen, and CFD-models adapted to 

hydrogen application. 

Within the fourth subproject, International Co-operation, an information exchange between automobile 

industry and researchers from Europe and the USA will extract the maximum benefi t out of all eff orts and 

investments made on both sides of the Atlantic Ocean. 


Subproject 1 – Direct Injection (DI): 

Injectors for low-pressure as well as for high-pressure DI are developed by Hoerbiger Valve Tec. 

The DI combustion system is developed at Graz Technical University (TUG). 

The subproject Direct Injection, aims at a multi-cylinder engine, optimised by MAN and the simulation of a 

free piston energy converter, operated by Volvo Technology. 

Subproject 2 – Cryogenic Port Injection (CPI): 

The highest vehicle range can be achieved with liquid hydrogen. The properties of this cryogenic fuel fi t very 

well to the requirements of the engine. 

The related injectors have been developed and tested.

The optimisation of mixture formation and combustion takes place at BMW. 

Subproject 3 – Supporting technologies: 

Dedicated ignition system 

Several generations of power modules (which integrate both ignition coil and electronics) have been 

developed by Mecel in Sweden. 

CFD adaptation 

CFD models have to be adapted to account for properties of hydrogen in both mixture formation and 

combustion. A URANS (Unsteady Reynolds Averaged Navier-Stokes) approach is the methodology adopted in 

the simulation work of HyICE. For calculating the combustion process, two models have been investigated. The 

fi rst one is the ECFM (extended coherent fl ame model) developed by IFP, France and the second is a Flameletbased 

model co-developed by the University of Armed Forces in Munich (UBW) and Ansys Germany. 

Validation takes place at an optical chamber, built and operated by UBW, and at an optical engine of TUG. 

Both combustion models will be integrated by Ansys Germany into the commercial fl ow solver CFX. 

Subproject 4 – International Co-operation: 

This subproject puts its emphasis on the technical co-operation in research activities between the European 

Community and the USA. The research work of Ford is conducted in Dearborn, Michigan. Additionally, Ford is 

also the US interface for work that is being carried out at the Sandia National Laboratories, Livermore, California 

and at the Argonne National Laboratory, Chicago. Furthermore, Ford is supporting H2DI spray penetration and 

mixing model development, and bench validation work at the ERC of the University of Wisconsin-Madison. 

Results 



The results of the project HyICE are the prerequisites for the further development of an optimised propulsion 

system including components and supporting technologies: 

Subproject 1 – Direct Injection: 

The feasibility of hydrogen DI injectors has been shown and the necessary design knowledge has been 

created. 

Mixture formation and combustion are being optimised individually in several engines. 

The H2 operation of a free piston energy converter has been simulated and relating design changes have 

been carried out. 

Subproject 2 – Cryogenic Port Injection: 

The injectors are working satisfactorily. 

The engine tests show remarkable results in power as well as effi ciency within the whole work envelope. 

With the help of a specially developed simulation model, icing eff ects within the inlet manifold can be 

avoided. 

Subproject 3 – Supporting technologies: 

Dedicated ignition system 

The work has been focused on a system that can provide a spark burning mainly in breakdown discharge 

mode, resulting in higher transfer effi ciency to the gas and less electrode heating. 

CFD Adaptation 

Combustion models for diff usion fl ames as well as premixed and partially premixed combustion have been 

adapted to the special properties of hydrogen, validated by experiments on optical devices and engines. 

After approval, they will be inserted into the commercially available solver CFX provided by Ansys Germany. 

Subproject 4 – International Co-operation: 

An exchange between European and US research activities has been established, which has proved to be 

very fruitful for all involved parties. 

Keywords: Internal combustion engine, hydrogen engine, mixture formation, direct injection, 

cryogenic port injection, CFD, hydrogen combustion, combustion model, optical engine, 

optical chamber, international co-operation 

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Acronym: HYICE 

Name of proposal: Optimisation of a Hydrogen Powered Internal Combustion Engine 



Total cost: 7,716,741 € 






Sector: Road 





Coordinator: Dipl.-Ing. Fickel Hans-Christian 

BMW Forschung und Technik GmbH 

Hydrogen Powered Internal Combustion Engine Research 

Hanauer Str. 46 

BMW Forschung und Technik GmbH 

E-mail: 

DE 80992 Munich 

Hans.Fickel@bmw.de 

Tel: +49 (0)89 382 68395 

Fax: +49 (0)89 382 68224 

Partners: Ford Forschungszentrum Aachen GmbH DE 

Volvo Technology Corporation SE 

MAN Nutzfahrzeuge AG DE 

Hoerbiger Valve Tec GmbH AT 


Graz University of Technology AT 

Universität der Bundeswehr München DE 

Mecel AB SE 

Irion Management Consulting GmbH DE 

Ansys Germany GmbH DE

HYSYS 

Fuel-Cell Hybrid Vehicle System 

Component Development 



The objective of the project is the research on low-cost components for fuel-cell 

(FC) systems and electric drive systems, which can be used in future hybridised 

FC vehicles (a medium-term objective) and ICE vehicles. The components will be 

integrated and validated in two vehicles. 

Background 

Fuel-cell drivetrains for road transport applications are seen as the most promising technology for a 

sustainable mobility, especially when fuelled with hydrogen. Until now, intensive research and development 

has led to signifi cant improvements of FC technology. However, market introduction of fuel-cell vehicles 

(FCV) has not yet been achieved due to several reasons. One very important point is the availability of reliable 

series components which can be mass-produced at low cost. This is a prerequisite for competitive fuel-cell 

vehicles. On the other hand, hybridisation of cars with internal combustion engines (ICE) is also a viable 

option for future transport. Hybrid (ICE) electric vehicles (HEV) could help to bridge the gap until hydrogen 

FCVs are available on the general market. FCVs and HEVs both need low cost e-drive components. Thus 

there is a need to achieve synergies between these two technologies in order to use scale eff ects for cost 

reduction of e-drive components. With this background, the project aims at the development of low-cost 

components for FCV hybrids and ICE hybrids in Europe. Automotive industries, suppliers, universities and 

research institutes are co-operating in a common eff ort to make the necessary steps forward. 

Objectives 

The goals of the project are: 

• the improvement of fuel-cell system components for market readiness 

• the improvement of electric drivetrain components (synergies between FC and ICE hybrids) for market 

readiness 

• the optimisation of a system architecture for low-energy consumption, high performance, high 

durability and reliability 

• the optimisation of energy management 

• the development of low-cost components for mass production 

• the validation of component and system performance on FC vehicles. 

The concrete targets of the project are: 

• low-cost automotive electrical turbochargers for air supply with high effi ciency and high dynamics 

• low-cost humidifi ers with high packaging density 

• low-cost hydrogen sensors for automotive use 

• eff ective low-cost hydrogen supply lines 

• highly effi cient, high-powered density drivetrain 

• low-cost, high-powered Li-Ion batteries 

• enhanced FC drivetrain effi ciency. 

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78 




The focus of the project is on components that have a high potential of signifi cant cost reduction by decreasing 

the complexity and/or choosing innovative approaches to support a future mass production. The project is 

structured in four technical subprojects, plus one covering project management. In the subproject for the 

FC system components, the key components that are investigated are an innovative air supply based on 

electrical turbochargers, novel humidifi cation subsystems, new hydrogen sensors and innovative hydrogen 

injection system components. In the subproject for the electric drive system we focus on highly integrated 

drivetrains (converters, inverters and electrical motors) and high-energy-density battery systems based on 

innovative Li-Ion technology, which has been developed in other EU-funded projects (EV-lift, Lionheart). All 

the component work is accompanied by a subproject covering work on vehicle requirements, subsystems 

and components (including standardisation and identifi cation of synergies between FC and ICE hybrids), 

safety aspects, a comparative investigation of diff erent electrical storage systems (battery/supercap) and 

the respective e-storage management. In the system level subproject, not only will the components be 

integrated and tested in the two validator vehicles, but work will also be performed on optimised vehicle 

control strategies, energy-management and the development of modular system control software. 

Results 

The main results of the project will be improved FC-system components and improved components for the edrive 

and fuel-cell systems as well as the hydrogen supply, with full specifi cations for these components and 

the systems. Components standardisation and synergies between FCVs and HEVs will also be an outcome of 

the project. Finally, the developed components will be integrated in two vehicles with widely diff erent hybrid 

architectures, although both oriented to the light good delivery sector which is likely to constitute an early 

market for FCV vehicles in fl eet applications. The fi rst will be a larger, full hybrid delivery van, while the second 

will be a smaller vehicle with a range extender architecture. 

Results from testing the two vehicles will show to which extent the same components and principles can 

be applied for diff erent vehicle concepts. Components developed in the project are intended to form the 

basis for series components which could be produced from European suppliers for future vehicle drive trains. 

Integrating these in fuel-cell vehicles and (ICE) hybrid electric vehicles will thus allow the development of 

competitive products for the European and world markets. 

Example of an FC system (NuCellSYS HY-80) for an automotive drivetrain

Acronym: HYSYS 

Name of proposal: Fuel-Cell Hybrid Vehicle System Component Development 



Total cost: 22 786 509 € 





Sector: Road 




Website: 


http://www.hysys.de 

Coordinator: Dr Wind Joerg 

DaimlerChrysler AG 

Neue Strasse 95 



E-mail: 

DE 73230 Kirchheim-Teck/Nabern 

joerg.wind@daimlerchrysler.com 

Tel: +49 (0)7021 89 4614 

Fax: +49 (0)711 3052 1432 93 



Consejo Superior de Investigaciones Científi cas - 

Centro Nacional de Microelectrónica ES 

Conti Temic microelectronic GmbH DE 


Ente per le Nuove Tecnologie, l’Energia e l’Ambiente IT 

Ecole Polytechnique Federale de Lausanne CH 

Fischer AG Präzisionsspindeln CH 

FuMA-Tech Gesellschaft für Funktionelle Membranen 

und Anlagentechnologie mbH DE 



MicroChemical Systems SA CH 

Peugeot Citroën Automobiles FR 

RIVOIRA S.p.A. IT 

Saft S.A. FR 

SELIN SISTEMI SPA IT 

ATB Technologies GmbH AT 




University of Maribor, Faculty of electrical engineering and computer sciences SI 

Laboratoire des Agrégats Moléculaires et Matériaux Inorganiques, 

UMR 5072 CNRS/Université Montpellier 2. FR 



Fachhochschule Esslingen, Hochschule für Technik DE 

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HyTRAN 

Hydrogen and Fuel-Cell Technologies for 

Road Transport 

The overall objectives of HyTRAN are to advance the fuel-cell technology towards a 

commercially viable solution by developing components and a system. Two innovative 

integrated fuel-cell systems will be demonstrated: 80 kW direct hydrogen PEM fuelcell 

system 5 kW APU diesel reformed gas PEM fuel-cell system. 

Background 

Local and global environment issues, as well as the consumption and supply of energy, are major challenges 

for the future. A fuel cell is an ideal device to generate electricity from either fossil or renewable fuels as it is 

clean and effi cient. By using fuel-cell propulsion running on hydrogen, the vehicle has (local) zero emission. 

For a fuel cell with fuel-processing technology used for propulsion or auxiliary power units (APU), major air 

pollutants will be substantially reduced. Hydrogen fuel cells are therefore increasingly seen as a potential 

propulsion technology of the future for road transport. Additionally, fuel-cell APUs – possibly coupled with 

on-board fuel reformers – are also seen as a promising technology for both light- and heavy-duty vehicles. 

However, despite the potential of these technologies to reduce the environmental impact of road transport 

and to improve energy effi ciency, both technical and economic barriers need to be overcome for them to 

be successfully introduced into mass markets. Issues to work on are the fuel-cell stack, components and 

main subsystems including the fuel processor and auxiliary components, the fuel-cell system and the vehicle 

integration, as well as the choice of fuel with its implications for technology and infrastructure. 

Objectives 

The scope of the HyTRAN project is to advance the fuel-cell technology towards solutions that are 

commercially viable. This will be demonstrated in two fuel-cell systems. The components and sub-systems are 

considered as major bottlenecks for fuel cell-based vehicle systems. HyTRAN is therefore largely focused on 

the development of the necessary components and sub-systems to make them meet the actual requirements 

derived from the two applications. 

The challenges deal with factors such as cost, durability, weight, volume and effi ciency which all need to 

be improved. The project has compiled targets for all these factors, which have to be met for commercial 

products. Based on the commercial targets, project targets have been elaborated which would be a leap 

forward from today’s R&D status towards a commercial product. The plan to meet the project objectives leads 

to the development and innovation on both a component and system level. A multitude of components and 

subsystems will be developed and integrated into advanced systems, which will be tested and evaluated. 


The need for breakthroughs and innovations at the component level in order to meet the project objectives 

leads to the following developments within HyTRAN: 

• innovative 80 kW direct hydrogen stack with strong weight and volume reduction, increased effi ciency, 

durability and start-up time, and with innovative MEAs 

• 5 kW reformate fuel-cell stack: work on innovative electro-catalyst and MEA elements, introducing 

novel catalysts and electrode structures 

• innovative humidifi cation/dehumidifi cation apparatus 

• heat exchanger and radiator customised for the application 

• micro-structured diesel steam reformer and gas purifi cation units.

To validate the progress towards these objectives, two corresponding technical platforms (TP) will be 

developed and used for assessment: 

• TP1 – Powertrain: development of a compact system for traction power by an 80 kW direct hydrogen 

PEM fuel-cell system implemented in a passenger car 

• TP2 – APU: development of a compact 5 kW auxiliary power unit for both light-duty and heavy-duty 

vehicles, including micro-structured diesel oil steam reformer, clean-up reactors, reformate hydrogen 

stack and balance of plant components. 

Results 

In general, the fi rst three years of the project will be mainly devoted to the development of innovative 

components to widen the technology. The last two years will then focus on the integration of these 

components into subsystems, including tests and preparation for implementation into vehicles. 

During the fi rst year, the main events for developing the hydrogen fuel-cell platform were stack design, 

characterising tests, air supply, water and thermal management studies. This work focused on the defi nition 

of the specifi cation that could make the realisation of a scalable FC system possible, considering the required 

characteristics of effi ciency and compactness. These activities later resulted in many key issues being identifi ed 

and ‘frozen’. Major eff orts have been focused on testing the stack on sensitivity, cycles and durability. 

Continued activities have been devoted to developing the key components and providing a viable system 

design for the diesel-fuelled FC APU system. During the second year, progressive development of the fuel 

processor, which is a vital part of the APU system, has been made. Catalysts are now available for each stage 

of the reforming and CO clean-up system, and have been matched to the operating conditions identifi ed 

from the system modelling activities. Prototype micro-channel plate reactors and fuel and water vaporisers 

have been designed, constructed and successfully tested. 

Keywords: Fuel cell, hydrogen, APU, reformer 

TP1: Fuel-cell vehicle 

CRF 



TP2: Fuel-cell APU 

GILLET GMBH 

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Acronym: HyTRAN 

Name of proposal: Hydrogen and Fuel-Cell Technologies for Road Transport 



Total cost: 16,790,538 € 






Sector: Road 




Website: 


http://www.hytran.org 

Coordinator: Mr Ekdunge Per 

Volvo Technology Corporation 

Chalmers Science Park 

E-mail: 


per.ekdunge@volvo.com 

Tel: +46 (0)31 772 4016 

Fax: +46 (0)31 772 4070 

Partners: Centro Ricerche FIAT Società Consortile per Azioni IT 


and its subsidiaries) FR 



DAF Trucks NV NL 

Nuvera Fuel Cells Europe SRL IT 

Johnson Matthey Fuel Cells Ltd UK 

OPCON AUTOROTOR AB SE 

GILLET GMBH DE 

Weidmann Plastics Technology AG CH 

ADROP FEUCHTEMESSTECHNIK GMBH DE 


Energieonderzoek Centrum Nederland NL 



INSTITUT FUER MIKROTECHNIK MAINZ GM... DE 


Environment Park S.A. IT

ILHYPOS 

Ionic Liquid-based Hybrid Power 

Supercapacitors 

The ILHYPOS project aims at developing green, safe, powerful and high-energy hybrid 

supercapacitors for application as peak power smoothing and energy recuperation 

devices in fuel-cell (PEM) powered electric vehicles and in small energy production 

plants (such as CHPs). 

Background 

The demand for clean energy is rapidly expanding worldwide and one of the most promising solutions is 

non-polluting energy production by fuel cells. Supercapacitors (SCs), due to their capability to deliver high 

specifi c power in a few seconds, are considered as electrical energy storage devices for smoothing the 

short-time power burst required in transport and stationary applications of fuel cells. Commercial SCs are 

double-layer carbon SCs (DLCS) which make use of electrolyte solutions consisting of a salt dissolved in an 

organic solvent, which permits relatively high operating voltages (around 2.5 V). The main drawback with 

these SCs is that the organic solvents do not often fulfi l the requirements of environmental compatibility and 

safety for vapour generation, fl ammability and explosions. This is the case for DLCSs with acetonitrile-based 

electrolytes, which are the most common high-voltage DLCSs on the market. The high vapour pressure of 

these electrolytes requires a careful and expensive thermal control. Temperatures above 40°C, normal in fuelcell 

vehicles and CHP (combined heat and power) systems, may cause the degradation of present SCs in terms 

of performance and safety. The volatility of organic solvents increases sharply with temperature, making 

SCs potentially unsafe beyond 50-60°C and, generally, non-environmentally friendly with the presence of 

polluting chemicals. 

Objectives 

The hybrid SCs to be developed in ILHYPOS are based on the use of ionic liquids as electrolytes and on a 

novel hybrid confi guration using electronic conducting polymers (ECPs) as positive electrodes. Ionic liquids 

are excellent ionic conductors, virtually non-volatile and thermally stable up to 300°C, with a high working 

voltage (in excess of 5 V). These properties make ionic liquids excellent candidates as electrolytes in SCs with 

improved performances: specifi c energy and power of about 15 Wh/kg and 7 kW/kg can be reached. 

The objectives identifi ed to overcome the limitations of present SCs, by searching for materials suitable for 

ionic liquid-based SCs, are: 

1. synthesis of ionic liquids with improved properties (ionic conductivity, electrochemical, chemical and 

thermal stabilities) at low temperatures (down to -20°C), as well as at 60°C and above 

2. synthesis of ECPs optimised for the use as positive electrodes 

3. identifi cation of high surface area carbons (e.g. activated and aerogel) optimised for the use as negative 

electrodes 

4. investigation of the electrochemical performance of current collectors. Surface treatments will be 

developed onto the Aluminium current collectors to decrease the series resistance. 

Finally, ILHYPOS SCs do not contain polluting chemicals, largely used in present SC (organic electrolytes 

substituted by ‘green’ ionic liquids), thus making them highly innovative products. 




The project structure logically streamlines and cross-links all the activities related to material R&D, material 

and cell component scale-up preparation, and design and prototype construction up to fi nal application- 

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specifi c testing in order to integrate expertise and equipment better, and to reach the project objectives 

effi ciently and timely. 

During Phase 1 (Electrode Materials R&D), academic and basic research organisations work on the optimisation 

of the electrode and electrolyte materials, signifi cantly improving on the overall technical performances of 

each single component with respect to the present state of the art. With Phase 2 (Development and Production 

of SC Materials), the focus will be on the scale-up processes for optimising the material production. In Phase 

3 (Application Requirements and Full-scale Prototype Production), a specifi c application study will be 

performed by two end users in collaboration with a research organisation as a hybrid vehicle confi guration 

investigator, and, based on these studies, hybrid SC components will be designed and assembled in the fi nal 

prototypes. In Phase 4 (Application Testing), testing procedures will be developed and used to verify the 

performance of the prototype experimentally with the respect to the project targets, which are competitive 

with present SC performance. 

Results 

The expected results and deliverables from the ILHYPOS project are manifold and various in natures: scientifi c, 

technological and market-oriented with social and economical impacts. To reach the planned targets, the 

ILHYPOS participants will: 

• prepare ionic liquids in large amounts, demonstrated at a level of 50/100 grams and extended to the 

level of at least 2 kg per batch 

• prepare ECPs in large amounts, demonstrated at a level of 50/80 grams and extended to the level of at 

least 2 kg per batch 

• prepare electrodes in large amounts, demonstrated at a level of 1-10 cm² and extended to the level of 

at least 1 m² per batch 

• develop the LAMCAP® technology (soft-packaged laminated SCs), which should improve the 

performance of the hybrid SCs greatly (specifi c energy and power) 

• compare the performances obtained with the requirements for fuel-cell vehicles and CHP 

applications. 

The ILHYPOS achievements will favour: 

• the positioning of Europe as a leader in the new fi eld of high voltage and environmentally safe SCs and 

leadership in the fi eld of ionic liquids 

• the relief from more polluting chemicals largely used in present SCs (organic electrolytes substituted 

by ‘green’ ionic liquids) 

• a green future based on hydrogen and fuel cells, by favouring a larger and faster introduction of 

cleaner vehicles, and small and more effi cient delocalised power generation systems. 

Keywords: FC vehicles, CHP systems, ionic liquids, electronic conducting polymers, green 

supercapacitors 

Synthesis route of low-temperature ionic liquids

Acronym: ILHYPOS 

Name of proposal: Ionic Liquid-based Hybrid Power Supercapacitors 



Total cost: 2,866,168 € 






Sector: Road 




Website: 


http://www.enea.it 

Coordinator: Dr Conte Mario 

Ente per le Nuove Tecnologie, l’Energia e l’Ambiente (ENEA) 

C.R. Casaccia Via Anguillarese, 301 



Example of foil production equipment 

E-mail: 

IT 00196 Rome 

conte@casaccia.enea.it 

Tel: +39 06 3048 4829 

Fax: +39 06 3048 6306 

Partners: Alma Mater Studiorum Università di Bologna IT 

Université Paul Sabatier FR 

Degussa AG DE 

Conservatoire National des Arts et Métier FR 

Arcotronics Industries S.p.A. IT 

Micro-Vett SPA IT 

Leclanché Lithium AG DE 

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MC-WAP 

Molten-carbonate fuel Cells for 

Waterborne APplication 

MC-WAP is aiming at the application of the molten carbonate fuel cell technology 

onboard large vessels, such as RoPax, RoRo and cruise ships for auxiliary power 

generation purposes. MC-WAP aims to improve the performance of the system to 

allow an effi cient application onboard. 

Background 

The use of fuel cells for marine applications constitutes a new market. Existing fuel cells (FC) for ships are 

only available on a prototype status and at low power. However, major ship manufacturers worldwide 

have announced commercialisation of fuel-cell ships in the next decade and most of them are working on 

this. These commitments have initialised a signifi cant process of research and development on fuel-celldriven 

boats and their components such as the fuel-cell stack itself and the necessary auxiliaries such as 

compressors, reformers, etc. 

The market share of vessels hosting alternative auxiliary power units (APUs) for the year 2008 is estimated to 

be about 3%, rising to 10% in 2015-2020; most market forecasts envisage a growth in the use of alternative 

drive systems. The development of an APU may pave the way for the introduction of fuel cells for propulsion. 

Since fuel cells can provide electrical energy with much higher effi ciency than the generator in ICE vehicles, 

APUs that convert diesel to electrical energy in order to cope with the ever increasing electric power demand 

in modern ships are an attractive option. APUs can be an early application, where the vehicle manufacturer 

and supplier industry can build up competence, experience and manufacturing capability, before later taking 

the next step where fuel cells are used as a prime power unit. 

Objectives 

The main objective of the MC-WAP project is the development, construction, installation onboard ship and 

testing of a 500 KWe APU based on molten carbonate fuel cells (MCFC). This ambitious goal perfectly fi ts 

the requirements of the Joint Call FP6-2004-Hydrogen regarding an IP instrument to cover “Generic RTD 

on components and systems development and integration for fuel cell systems … for auxiliary power units 

(APUs) in the power range100kW to 500kW for … ships”. This challenge has never been attempted before on 

such a large scale and with a molten carbonate (MC) fuel cell technology.




The work programme includes the following tasks: 

• the improvement of the performance of MC fuel cells and of their components, to allow an effi cient, 

reliable and safe use of them on board 

• the improvement of the performance of the reformer technology and of its components, to allow an 

effi cient, reliable and safe application in marine conditions 

• the achievement of the best integration between the MC fuel cells and the reformer 

• the design, construction, installation onboard and testing of a 500 kWe auxiliary power unit, powered 

by molten-carbonate fuel cells and fuelled by diesel oil 

• the defi nition and design of a new lay-out for one or more selected typologies of ships, in which the 

traditional diesel generators for auxiliary power will be (entirely or partially) substituted by FC systems 

(APU) fuelled by diesel oil, mainly characterised by effi ciency, safety and reliability, and perfectly 

integrated with all other plants, systems and facilities onboard. 

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Acronym: MC-WAP 

Name of proposal: Molten-carbonate fuel Cells for Waterborne APplication 



Total cost: 17,173,480 € 











Coordinator: Mr Schembri Marco 

CETENA S.p.A. - Centro per gli Studi di Tecnica Navale 

via Ippolito d’Aste 5 

E-mail: 

IT 16121 Genova 

marco.schembri@cetena.it 

Tel: +39 010 599 57 66 

Fax: +39 010 599 57 90 

Partners: FINCANTIERI - Cantieri Navali Italiani S.p.A. IT 

ANSALDO FUEL CELLS S.p.A IT 


TECHNIP KTI SPA IT 

Turkiye Bilimsel ve Teknik Arastirma Kurumu TR 

RINA SPA IT 

Johnson Matthey Fuel Cells Ltd UK 

Oel-Wärme-Institut GmbH DE 

ADROP Feuchtemesstechnik GmbH DE 

PROMEOS GmbH DE 

Friedrich-Alexander-Universität Erlangen-Nürnberg DE 


Institute of Chemical Technology Prague CZ



POMEROL 

Realizing Enhanced Safety and Effi ciency 

in European Road Transport 

POMEROL intends to develop high-powered, low-cost and intrinsically safe lithiumion 

batteries by using a breakthrough in materials. The materials and batteries 

will be used for fuel-cell hybrid and conventional hybrid drivetrain automotive 

applications. 

Background 

The technology to be addressed in POMEROL is on Li-ion batteries for hybrid vehicles, primarily for fuel-cell 

hybrid vehicles (FCHEV). Several years of intensive worldwide R&D eff orts have been dedicated to solving 

the problems of lithium metal cycling effi ciency in rechargeable lithium batteries. In the early 1990s, metallic 

lithium was replaced by a carbon anode able to form intercalation compounds, so-called Li-ion. The potential 

use of this battery technology for the ICE-HEV automotive applications and fuel cells under development is 

clearly a highly important issue and is responsible for a major part of the size, weight and cost challenges 

facing all organisations in the attempt to reach a true market position for these applications. 

With an adequate choice of materials, a very long life cycle can be achieved. However, cost, abuse tolerance 

and power remain major issues for the technology development in hybrid drivetrains. 

Objectives 

The challenging objective is to develop new materials, which will greatly reduce the cost of high-power 

lithium-ion batteries to €25/kW, one of the very critical issues for a widespread development of this technology 

for fuel-cell hybrids. This objective will be achieved, along with two others, to provide a high-power battery 

with a long life and an intrinsically safe electrochemistry. Technical and cost specifi cations are targeted for 

the battery, the cell and each new material to be developed in order to reach these goals. 

POMEROL will provide a technological breakthrough ahead of the state of the art for adapted materials for 

Li-ion batteries in the following required domains: 

• low cost, high-power materials for positive and negative electrodes 

• highly stable positive electrode materials with adequate power levels 

• stable non-reactive electrolytes. 


We propose innovative solutions through the development of speciality materials (LiFePO4, lithiated metal 

fl uorinated oxides, non-fl ammable ionic liquid-based electrolytes and high-performance graphitised 

carbons), which will respond to the very ambitious challenge of adequate low cost, safety and life. POMEROL 

combines the complementary skills of seven industrial partners and specialised subcontractors, all having 

proven expertise in the research, development and production of materials and batteries. Having automotive 

end-users, material suppliers and a battery maker in the Consortium will allow for a rapid validation of the 

results, saving time and resources. 

Results 

The aim of POMEROL is to develop high-power Li-ion batteries as core breakthrough technology for hydrogen, 

fuel cell hybrid systems and ICE-HEV for automotive applications. 

The deliverables of the project include deliveries of the new materials scaled-up during the contract, the 

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design of clean and effi cient processes to use these materials inside Li-ion batteries, the assembly and test of 

Li-ion cells/modules using these new products. 

The work will contribute to EC priorities through benefi cial eff ects on the cost, environment (reduced fuel 

consumption and exhaust emissions of urban transport) and more effi cient energy use and storage thanks 

to high effi ciency batteries. 

When successful the batteries developed in Pomerol will contribute to Li-ion batteries being increasingly 

recognised as a generic clean battery technology that will apply to all fi elds of energy storage including: 

• automotive applications, as the main target, with the aim to achieve fuel savings >25% over the next 

10 years. Emissions of CO 2 /pollutants will be reduced accordingly. 

• a large number of standby and stationary applications including association to renewable energy 

based power systems (DER and RES). 

• LEO or GEO satellites. 

• portable applications, where it has become the reference technology

Acronym: POMEROL 

Name of proposal: Realizing Enhanced Safety and Effi ciency in European Road Transport 



Total cost: 4,863,845 € 






Sector: Road 





Coordinator: Dr Biensan Philippe 

SAFT 

111 Boulevard A. Daney 



E-mail: 

FR 33074 Bordeaux 

philippe.biensan@saftbatteries.com 

Tel: +33 (0)5 57 10 68 90 

Fax: +33 (0)5 57 10 68 77 

Partners: Commissariat à l’Energie Atomique FR 


Merck KGaA DE 

TIMCAL Ltd. CH 

UMICORE BE 


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CALM II 

Advanced Noise Reduction Systems 

Further effi cient reduction of transport noise requires intensive research. CALM II 

aims at coordinating European research for advanced transport noise mitigation, in 

particular facilitating interdisciplinary networking and dissemination of knowledge, 

and at further development of the CALM strategic research plan. All transport 

modes are concerned: road, rail, waterborne and aeronautic together with outdoor 

equipements. 

Background 

Over the last 30 years, noise reduction has become an increasing priority for legislation and research, both 

at national and European level. Despite substantial improvements, today’s noise pollution is still a major 

concern of European citizens, with transportation as the main source of noise. 

An estimated 80 million Europeans (ca. 20 % of the EU population) suff er from unacceptable noise levels. 

Estimations of the related annual fi nancial damage lie between 0.2 and 2 % of the gross domestic product. 

This is an important societal problem. As mobility is a basic human need and an essential precondition for 

economic prosperity and growth in an enlarging EU, the adverse eff ects of noise must be reduced, while 

allowing a continued growth in freight and passenger transport. 

Regulations limiting the noise emission from vehicles have been successful but not suffi cient in the past. 

The Environmental Noise Directive 2002/49/EC (END) strives for avoiding, reducing or preventing harmful 

eff ects on human health. Therefore a major goal for future research is the transformation of END and the 

further development of noise policy covering the wide fi elds of noise assessment and abatement, new 

technologies and methodologies for improved noise control at source, and the future development of 

legislative standards. 

The EC has published substantial noise reduction targets for the future, medium and short term, which can 

only be achieved by system approaches that involve research from all concerned areas. One general target 

is to fi nd common research issues for road, rail, aeronautic and maritime transport utilising a maximum of 

synergies. 

Objectives 

The overall strategic objective is the synchronisation and encouragement of European transport noise 

research through a holistic system approach involving all related research areas. CALM II is designed to 

facilitate the networking of organisations, the coordination of activities and the exchange and dissemination 

of knowledge so as to optimise research eff orts, reach critical mass, strengthen the complementarity and 

coherence of noise research objectives and enhance the impact at a European level. 

Further aims are: 

• monitoring European research activities and identifi cation of research synergies 

• identifying remaining research needs and setting research directions leading to updated noise 

research strategy plan 

• considering the situation in the new Member States and integrating the demands of national research 

initiatives 

• supporting the exploitation and dissemination of European noise research results 

• increasing public awareness of environmental noise and the awareness of noise research with young 

people (e.g. by involving promising young researchers with CALM II workshops).



The whole work programme is split into fi ve work packages (WP). 

WP1 (Networking of European transport noise research activities) is designed for the monitoring of European 

noise research activities and noise abatement technologies at EU and national level across all relevant 

research areas of transportation noise, including outdoor equipment and generic issues like noise exposure, 

health and socio-economic aspects, city planning and infrastructure. The most important recent research 

activities are summarised in an inventory called the Blue Book . For identifi cation of the remaining gaps and 

discussion of the needs for further research in an open dialogue, workshops are held with industry, research 

organisations and public authorities. 

WP2 (Sectoral integration of diff erent areas of transport noise research) improves the coordination and 

information exchange between diff erent noise sectors and platforms with specifi c workshops together with 

the European technology platforms ACARE (aeronautics), ERRAC (rail), ERTRAC (road) and WATERBORNE 

(maritime). 

WP3 (Noise research strategies) is designed for identifying technology gaps and research needs which is 

done in close co-operation with the European Noise Working Groups. This gives the input for the updating of 

the CALM Strategy Paper 2004, which is done twice within CALM II. 

WP4 (Dissemination and exploitation of results) is focused on the information transfer and dissemination 

of results amongst all stakeholders, with a special focus on the new Member States and with specifi c 

workshops. 

WP5 (Network management, coordination and administration) ensures an eff ective execution of the project 

including all administrative services like the organisation of meetings, reporting, etc. 

Results 

All results of CALM II are published on the project website. So far, the results comprise the reports of three 

workshops (one large workshop with RTD project coordinators for exchange of knowledge and results, and 

two specifi c workshops for identifying technology gaps and future research needs); the continuous updating 

of the CALM project database (with over 800 entries); the continuous maintenance of the homepage (now 

including a public calendar with major events on environmental noise in Europe) and the Blue Book , which 

is an inventory of 105 noise research projects and also contains a CD with all data in electronic format. An 

update (electronic, not printed) of the CALM Strategy Paper 2004 is under preparation and is to be published 

by the end of 2006. The update is focused on the latest information on the noise research road maps for air, 

rail and road traffi c. 

Keywords: Noise research, environmental noise, future noise policy 

AVL List 

Latest outcome of CALM II: the Blue Book with CD-ROM 

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Acronym: CALM II 

Name of proposal: Advanced Noise Reduction Systems 



Total cost: 500,000 € 






Sector: Multi 


Research domain: 



Website: http://www.calm-network.com 

Coordinator: Prof. Aff enzeller Josef 

AVL List GmbH 

Hans-List-Platz 1 

E-mail: 

AT 8020 Graz 

josef.aff enzeller@avl.com 

Tel: +43 (0)316 787 253 

Fax: +43 (0)316 787 657 

Partners: Birmingham City Council UK 

01dB Acoustics & Vibration FR 

TUEV NORD Mobilitaet DE 

Adam Mickiewicz University PL 

Umweltbundesamt DE 

UNACOMA IT 

Ministry of Housing, Spatial Planning and Environment NL 

FEHRL BE


CANTOR 

Coordinating Noise Transportation 

Research and Engineering Solutions 

CANTOR brings together a number of the major European academic/research 

institutes in acoustic research, and engages a series of experts from government 

agencies and the vehicle manufacturing industry chain (from system to component level 

for both road and rail), to focus on a way of improving vehicle noise performance. 

Background 

Within the next few decades the European vehicle industry will face a formidable task concerning noise pollution 

in urban areas. In the past, the noise and vibration research eff orts in vehicles have been considerable but, despite 

this, no real breakthrough regarding new solutions of noise reduction can be claimed. Sustainable development 

in vehicle engineering, i.e. to save natural resources with respect to material and energy, requires lightweight, 

low-drag design, etc. However, a strict lightweight design contradicts requirements such as low noise, safety and 

functionality. The main reasons for such poor results are the fragmentation of European research and the lack of 

lasting co-operation between universities and industry. This negative trend must be broken. 

Objectives 

The overall aim of CANTOR is to engage experts from the vehicle manufacturing industry chain from system 

to component level, government agencies and renowned research groups, to focus jointly on improved 

performance with a reduced impact on the environment, enabling a balanced system cost and maintaining 

comfort in road, rail and waterborne vehicles. 

The means to achieve this goal is by accumulating and transferring the technology of existing knowledge 

and information on new prediction tools, measurement techniques, research plans and material data, as well 

as on new educational programmes applied to vehicle acoustics. 

The aim is also to formulate new joint research programmes between industry and universities. The mobility 

of personnel within the consortium would be automatically stimulated by the partnership, enabling interresearch 

institute fast-track exchange and highly relevant cross-fertilisation eff ects. The results will be 

disseminated at seminars, meetings and workshops. The project, which has a research and educational base, 

will be complementary to such ongoing EU projects as EURNEX, CALM, SILENCE, QCITY and INMAR. 


The project seeks to reach its objectives through delivery studies on the nine principle areas of work in the 

project: 

1. Coordination of industrial and SME partners 

2. A catalogue of industrial and societal requirements 

3. Information of ongoing research activities 

4. Formulation and dissemination of a research strategy agreement 

5. Short-term exchange of personnel 

6. Marketing and coordination of educational programmes 

7. Coordination of advanced short courses 

8. Publicise prediction models, measurement techniques and a database of new materials 

9. A catalogue of research laboratory facilities. 

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An exploitation and strategy plan, mainly based on the selection of topics and partners within industrial, 

academic and governmental bodies for specifi c applications within EU programmes will be organised. 

Furthermore, the consortium participants will use the newly developed knowledge for high-level teaching 

to their students and in running short courses aimed at wider academic and industrial audiences. They also 

expect to benefi t in terms of possible participation in other transportation industrial research projects. 

Through integrated committees this CA will deal with exploitation plans. 

The members of the Advisory Board are Bombardier and Scania (SE), Umweltbundesamt and Müller- BBM 

(DE), SNCF and Akeryards (FR), LMS (BE) and FIAT (IT), who will identify the main problem areas or bottlenecks 

facing the industry whilst pursuing the goals set with respect to the reduction of noise pollution. Within each 

CANTOR work package, reports will be completed on existing and possible future methods for solving these 

by the industry identifi ed problems. Limitations, as well as ongoing modifi cations and improvements, will 

be summarised, together with proven and possible future applications. Ongoing and if possible planned 

research activities within each fi eld will also be listed. 

Results 

The co-operation among the laboratories in CANTOR will enforce common best-practice protocols and 

experimental techniques in their work to make it possible for a better comparison between their results. 

These unifi ed procedures, and material specimens possibly associated to them, may have a strong impact 

on facilitating the integrated work and advances in the RTD eff ort within the research community. Besides 

this, the jointly agreed techniques and material specimens may evolve into noise standards and reference 

materials, which may be later proposed to European institutions for further unifi ed use in industry 

normalisation activities and environmental noise control.

Acronym: CANTOR 

Name of proposal: Coordinating Noise Transportation Research and Engineering Solutions 






Duration: months 

Sector: Multi 





Coordinator: Prof. Nilsson Anders 

Kungl Tekniska Högskolan 

Valhallavagen, 79 


E-mail: 

SE 100 44 Stockholm 

achn@kth.se 

Tel: +46 (0)8 7907941 

Fax: +46 (0)8 7906122 

Partners: Università degli Studi di Ferrara IT 


Institut National des Sciences Appliquées de Lyon FR 

Technical University of Berlin DE 

KU Leuven - Research and Development BE 

University of Southampton UK 

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INQUEST 

Information Network on QUiet European 

road Surface Technology 

The project aims at coordinating the dissemination of research on the use of lownoise 

road surfaces in European countries that have less access and experience in 

that fi eld. A complementary objective is to promote European harmonisation in the 

fi eld of road-surface noise classifi cation. 

Background 

Recent estimates indicate that more than 30% of EU citizens are exposed to road traffi c noise levels above that 

which is viewed acceptable by WHO, and that about 10% of the population report severe sleep disturbance 

because of transport noise at night (EEA, 2003). The application of road traffi c noise mitigation measures 

to address the problem of road traffi c noise is by no means fully developed. Several problems exist which 

interfere with the eff ective control of noise emission from roads. In the EU Green Paper on future noise policy 

published in 1996 (Commission of the European Communities, 1996), it is estimated that in Europe the 

external costs of traffi c noise, which take account of such factors as quality-of-life costs and eff ects on health, 

are 0.2-2% of GNP. In total, therefore, a rather signifi cant part of the economy of Member States is aff ected by 

noise impact and noise reduction policies. In the same Green Paper, the signifi cant potential for road traffi c 

noise reduction by the use of special low-noise road surfaces was mentioned as a major issue. An EU-funded 

project, SILVIA, completed in August 2005, has developed a Guidance Manual that aims to make it possible to 

derive the full benefi t from this kind of noise control approach by using noise-reducing surfaces. 

Objectives 

The general objective of the proposed project is to foster the use of low-noise road surfaces throughout 

Europe. 

To that end, the fi rst specifi c objective is to disseminate the knowledge, technology and guidelines 

developed by the SILVIA project as well as relevant aspects from other projects including SILENCE, ITARI, 

IPG and Leiser Strassenverkehr. This will be achieved by means of workshops for decision-makers, road 

authorities, contractors, road engineers and policy-makers in European countries that were not involved in 

SILVIA. Priority will be given to the new Member States, which, in general, have less experience in the fi eld of 

traffi c noise control. 

The second specifi c objective is to set up a users’ network and operate the equipment and procedures 

developed by SILVIA for classifying and labelling low-noise materials and technologies, testing their 

conformity of production, and certifying the testing and measurement apparatus. The purpose is to 

encourage European harmonisation of equipment and procedures and interchangeability of the results with 

a view to providing a strong base for the future standardising work at CEN level. 


The work is divided into three work packages (WP). 

WP1 ‘Workshops’: the organisation of regional workshops in six countries, with an invitation to the 14 

neighbouring countries that were not involved in the SILVIA project. The programme of these workshops will 

mainly consist of presenting the most recent knowledge about using low-noise road surfaces for traffi c noise 

control. It will also give local stakeholders a chance to present the views of their country. 

WP2 ‘Users Group’: setting up a users’ network for the classifi cation system proposed by the SILVIA project. 

The system associates a labelling (or type approval) procedure and a conformity of production testing

procedures. It also includes certifi cation procedures for the equipment used in the classifi cation activity. 

Expertise can also be exchanged and developed within the group so as to prepare the ground for future CEN 

standards. 

WP3 ‘Management’: this covers the general management of the project. 

Results 

The deliverables are: 

D01 to D06: the six workshops and their proceedings 

D07: the set up of the users group and the report of its initial meeting 

D08: the fi nal activity report of the project. 

The impact of the project will be to develop the use of the principles and procedures of the SILVIA Guidance 

Manual as widely as possible across the EU. The project will provide road authorities with the necessary 

tools to procure low-noise road surfaces and raise the awareness of the decision-makers about the benefi ts 

of implementing low-noise road surfaces while encouraging, as a result of the users group, an eff ective 

implementation. Road authorities will be better informed and aware of the potential benefi t of resorting 

to low-noise surfacing technology so that they will support the necessary standardisation work. Due to the 

knowledge disseminated through the workshops and to the initiation of a users group, they will be able to 

send competent, motivated experts in the appropriate standardisation and regulation groups at national, as 

well as European, level. 

Acoustic classifi cation, labelling and conformity of production procedures for road surfacing are currently 

on the agenda of standardisation organisations, namely ISO and CEN. In order to achieve a consensus 

on a standard, there are two basic prerequisites: namely that a majority of Member States have suffi cient 

experience of the methods and equipment to be standardised and that those methods and equipment are 

already suffi ciently similar and comparable. This is not yet the case. The project will stimulate the acquisition 

of measuring equipment and the use of procedures set up by SILVIA in those countries not already suitably 

equipped, and favour the harmonisation of those methods and equipment throughout Europe. 

Thus the project will encourage the use of an eff ective instrument in the implementation of the EU Directive 

on Environmental Noise (particularly with regard to the action plans due by July 2008 and every fi ve years 

thereafter). 

Keywords: Transport infrastructure noise emissions road engineering 


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100 



Acronym: INQUEST 

Name of proposal: Information Network on QUiet European road Surface Technology 









Sector: Road 





Website: http://www.trl.co.uk/silvia 

Coordinator: Dr Descornet Guy H. R. 

Belgian Road Research Centre 

Boulevard de la Woluwe 42 

E-mail: 

BE 1200 Brussels 

g.descornet@brrc.be 

Tel: +32 (0)2 766 03 17 

Fax: +32 (0)2 767 17 80 

Partners: Danish Road Institute - Road Directorate DK 

Forum of European National Highway Research Laboratories BE

QCITY 

Quiet City Transport 


This project will develop an integrated technology infrastructure for the effi cient 

control of ambient noise from road and rail. The activity supports the European 

noise policy to eliminate harmful effects of noise exposure and decrease levels 

of transport noise, especially in urban areas, deriving solutions that will ensure 

compliance with the constraints of legislative limits. 

Background 

The project objectives are fully compliant with the requirements and needs of the fi nal end users: 

municipalities and industry. The municipalities and industry need, in order to comply with EC regulations, 

to create noise maps, identify and analyse the noise hot spots and quiet areas, and prepare proper action 

plans. The QCITY project addresses this need by providing the municipalities with the tools to meet these 

requirements (eventually through service providers) and to provide industry with products that enable them 

to carry out the provisions of the action plans. All the choices made in this work plan and in the partner 

selection have to be seen from this single point of view: the proposed solutions have to be relatively easy 

to implement in a short time by the municipalities (as part of the action plans), they have to be generally 

applicable, perform at low cost and be accepted by all parties involved. Solutions which require, for example, 

changes in the vehicle design (e.g. new powertrains) are not compliant with the above. This is why the 

involvement of vehicle manufacturers is small. Highly critical is the involvement of the tyre manufacturer, 

Goodyear, and wheel set manufacturer, Lucchini, since solutions at vehicle/infrastructure interface are much 

easier to implement in time and have a signifi cant eff ect. 

Objectives 

QCITY proposes a range of measures and solutions that can realistically be integrated both from an economic, 

as well as a practical, point of view in the action plans, which the cities (municipalities) will have to produce 

as a consequence of the EC Noise Directive 2002/49/EC. QCITY starts with the identifi cation of hot spots on 

existing noise maps from a large number of cities. Some noise hot spots are then researched in detail with 

specifi c software in order to fi nd the root cause of the problems. Various solutions will be studied for each 

of the selected hot spots and their eff ects determined, also considering the number of people aff ected and 

the degree of impact. Besides addressing transport noise problems with conventional technical solutions, 

QCITY incorporates issues such as traffi c control, town planning, architectural features, noise perception 

issues, intermodal transport, change between transport modes, traffi c restrictions, enforcement measures, 

economic incentive measures, introduction of hybrid vehicles and new guided public transport vehicles. 

In the fi rst phase, the emphasis will be on noise mapping, and on the conceptual design of the considered 

solutions and their potential impact. In the second phase, the most promising solutions will be designed in 

detail for a specifi c hot-spot problem selected in each participating city. The solutions will be implemented 

«in situ» and validated. 


QCITY is a four-year project divided into seven diff erent subprojects (SP). 

SP1: Noise maps and modelling - handles the analysis of hot spots on city noise maps, which includes detailed 

analysis with the aid of simulations and measurements. 

SP2: Vehicle sources - aims at the development and validation of pertinent tools for noise control at source 

from road and rail traffi c, including traffi c control measures. 

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SP3: Vehicle/infrastructure interface - addresses the development and validation of tools for noise control 

that examine and can analyse measures for the vehicle/infrastructure interface for road and rail traffi c (tyre/ 

road, wheel/rail). 

SP4: Propagation and receiver parameters - tackles the development and validation of tools that investigate 

the infl uence of sound propagation and receiver parameters, including measures relating to town planning. 

SP5: Design and implementation of solutions at validation sites - uses the fi nal detailed designs of all retained 

solutions and implements these solutions for validation in the cities concerned. The validation sites will also 

be used for dissemination and promotional purposes. 

SP6: Consolidation – Action plans – Dissemination - collects and consolidates all data from the various SPs 

and bundles them into an action plan that will be disseminated to all interested stakeholders. 

SP7: Management - maintains total oversight of the project. 

Results 

The QCITY project will produce two comprehensive action plans: the fi rst one aims at the general improvement 

of the noise climate, whilst the second one addresses solutions to noise complaints. The noise action plan 

consolidates the noise reduction measures from the various SPs and provides overviews of reduction through 

traffi c planning, through the reduction of emissions from road and rail traffi c, through noise barriers and 

physical town planning. The overview will consist of lists of possible measures and a set of features associated 

with each measure. These include the expected noise reduction, the cost and limitations in applicability. The 

overviews are translated in such a way that, when used in conjunction with noise maps, cities can use them 

to make a fi rst selection of possible measures for their noise action plan. The handling of complaints will be 

based on a toolbox with specifi c measures to reduce specifi c localised noise emissions from road and rail 

traffi c. The toolbox will also include a set of features associated with each measure that includes the expected 

noise reduction, the cost and the limitations in applicability.

Acronym: QCITY 

Name of proposal: Quiet City Transport 



Total cost: 13,529,711 € 






Sector: Multi 





Coordinator: CEO Nilsson Nils-Ake 

Acoustic Control Laboratories AB 

Tumstocksvaegen 1 


E-mail: 

SE 187 66 Taeby 

na.nilson@acoustic.se 

Tel: +46 (0)97324800 

Fax: +46 (0)87324801 

Partners: Accon GmbH DE 

Akron BE 

Amec Spie Rail FR 

Alfa Products & Technologies BE 

Swedish National Rail Administration (BANVERKET) SE 

Composite Damping Material BE 

Havenbedrijf Oostende BE 

Frateur de Pourcq BE 

Goodyear SA LU 

Head Acoustics GmbH DE 

Heijmans Infra BE 


Vlaamse Vervoersmaatschappij De Lijn BE 

Lucchini Sidermeccanica SpA IT 

NCC Roads AB SE 

Stockholm Environmental & Health Administration SE 

Société des Transports Intercommunaux de Bruxelles BE 

Netherlands Organisation for Applied Scientifi c Research NL 

Gothenburg - Traffi c and Public Transport Authority - Environmental Offi ce SE 

TRAM SA GR 

Traffi c, Transportation & Environment Consultants Ltd GR 

The Chancellor, Master and Scholars of the University of Cambridge UK 

University of Thessaly GR 

voestalpine Schienen GmbH AT 

Zbloc Norden AB SE 


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SILENCE 

Quieter Surface Transport in Urban Areas 

SILENCE develops an integrated system of methodologies and technologies for the 

effi cient control of urban traffi c noise. This takes into account the overall needs 

of city authorities with respect to noise creation from individual traffi c (on road) 

and mass transport (on rail and road). A holistic treatment is made of all traffi c 

noise facets: urban noise scenarios, individual noise sources, infrastructure, traffi c 

management, noise perception and annoyance. 

Background 

For decades, European policy-makers have concentrated on regulating noise emission from sources such as 

road and rail vehicles, aeroplanes and other equipment by fi xing maximum sound levels, which has resulted in 

signifi cant noise reduction from individual sources. For example, noise from individual cars has been reduced 

by 85% since 1970 and noise from trucks by 90%. However, no consideration has been given to reducing 

noise emission in urban areas and for some sources, such as railways, there was no EU legislation setting 

noise creation limits. As a result of this, and in response to the regulatory gap, the Commission Directive 

2002/49/EC, relating to the assessment and management of environmental noise, was adopted. Its main aim 

is to provide a common methodology to address noise problems across the EU and it is in this context that 

the activities of SILENCE are to be seen. 

Objectives 

The main objective of SILENCE is the development of integrated methodologies and technologies to improve 

control of surface transport noise in urban areas. 

The aspects are: 

• control at source 

• noise propagation 

• noise creation 

• human perception 

for road, rail, infrastructure and cities. 

SILENCE will provide: 

• relevant and world-leading technologies to assure effi cient control of surface transport noise 

• innovative strategies for action plans for urban transport noise abatement and practical tools for their 

implementation 

• a signifi cant reduction of people’s exposure to noise, especially under real urban conditions. 

The expected outcome of the project is a reduction of noise emission in urban areas of up to 10 dB(A). 


SILENCE is divided into diff erent subprojects (SP) and work areas, each concentrating on a specifi c noiserelated 

issue. All the SPs form an integrated system with the participation of the various stakeholders: city 

authorities; public urban transport operators; national operators of railway traffi c and road/rail infrastructure; 

public research institutes and universities; research and engineering companies; European associations; 

vehicle manufacturers and integrators; suppliers of equipment, systems and technology for vehicles/ 

infrastructure; specialist SMEs.

The SILENCE subprojects are: 

a. Noise perception, annoyance 

b. Global modelling 

c. Vehicle/tyre/road interaction 

d. Road vehicle noise 

e. Rail vehicle noise 

f. Road surface 

g. Railway infrastructure and operation 

h. Road traffi c fl ow 

i. City planning 

j. Dissemination and training 

k. Consortium management 

The SILENCE project is working in close co-operation with other complementary research initiatives and 

takes into account the outcome of previous research projects. 

Results 

The positive results of SILENCE will benefi t the overall population of the EU and will contribute to an improved 

quality of life of European citizens. Advanced noise reduction technologies and methodologies, and the 

improvement of development processes by decreasing development time and cost, ensure the leadership 

of European stakeholders and the competitiveness of the industry. The dissemination and training activities 

will be aimed to stimulate young engineers interest in noise research activities. 

Selected deliverables: 

• Identifi cation of annoying acoustic components of vehicles in order to develop guidelines for individual 

source-oriented noise reductions 

• A global modelling tool for road and rail applications to predict noise radiation into the environment 

• Design and hardware solutions for noise reduction with respect to vehicle/tyre/road interaction, under 

typical (sub-)urban conditions 

• Experimental and calculation tools and advanced noise reduction technologies for road vehicles 

• Highly effi cient systems and technologies for trams, metros, freight and suburban trains for noise 

reduction and control 

• Advanced integral design and maintenance of lower noise road surfaces 

• Noise reduction solutions for rail infrastructure and operation 

• A toolkit for cities with practical urban traffi c management techniques for noise reduction 

• Guidance for implementing noise action plans in cities. 

For further information visit the website and participate in SILENCE dissemination events or international 

conferences with SILENCE presentations. 

Keywords: Urban transport, environmental noise, noise reduction technologies and methodologies 

Engine testing 

Photo by AVL 


ICE train 

Photo by Deutsche Bahn 

105

106 



Acronym: SILENCE 

Name of proposal: Quieter Surface Transport in Urban Areas 



Total cost: 15,808,885 € 






Sector: Multi 



Research domain: Development of holistic noise abatement solutions 

Website: http://www.silence-ip.org 

Coordinator: Dr Brandl Franz 

AVL List GmbH 


AT 8020 Graz 

E-mail: franz.brandl@avl.com 

Tel: +43 (0)316 787 574 

Fax: +43 (0)316 787 1450 

Partners: Centro Ricerche Fiat IT 

Deutsche Bahn DE 

Forschungsgesellschaft für Arbeitsschutz und Arbeitsphysiologie e.V. DE 

Continental DE 

FEHRL - Forum of European National Highway Research Laboratories BE 

SNCF - Société Nationale des Chemins de Fer Français FR 

POLIS - Promotion of Operational Links with Integrated Services BE 

Renault FR 

Volkswagen DE 

Volvo Technology SE 

AEA Technology Rail BV NL 

ALSTOM Transport FR 

Bombardier Transportation DE 

Brüel & Kjaer Sound & Vibration Measurement DK 

Dynamics, Structures & Systems International BE 


Rieter Automotive Management CH 

Sintef - Stiftelsen for industriell og teknisk forskning ved Norges tekniske høyskole NO 

STIB - Société des Transports Intercommunaux de Bruxelles BE 


Adam Mickiewicz University PL 

AnsaldoBreda IT 

Universita Politecnica delle Marche IT 

Chalmers Tekniska Hoegskola SE 

University of Hannover DE 


Laboratoire de Mécanique et d’Acoustique (CNRS) FR 

LUCCHINI SIDERMECCANICA IT 

M+P Raadgevende Ingenieurs bv NL 

RATP - Régie Autonome des Transports Parisiens FR 

TÜV NORD Mobilität DE 

Trenitalia IT 

Corus UK Ltd, trading as Corus Rail UK 

VIBRATEC BE 


Administration de l’Equipement et des Déplacements Brussels BE 

Comune di Genova, Unità di Progetto Piano Urbano della Mobilità e Trasporti IT 

Autostrade per l’Italia IT 

Skanska SE 

Bristol City Council UK 

Disseny de Sistemes i Desenvolupament, Barcelona ES 

Brussels Institute for Environmental Management BE 

Dublin Institute of Technology IE 

City of Munich DE 

BRUITPARIF - Observatory for Noise in the Ile-de-France region FR


IMPECC2 

Infrared Microsystem for Polluting 

Emission Control on Cars 2 

An in-vehicle sensor, detecting hydrocarbons (HCs), carbon monoxide (CO) and 

particles in the exhaust is to be developed using the spectroscopic narrow-band 

absorption technology in infrared. The fast response will make it possible to control 

emissions during transient operating conditions. 

Background 

In order to address the future near-zero emissions for transport vehicles, a fast response, onboard 

measurement system for exhaust gas components is an excellent tool for the control of internal combustion 

engines (ICE) and advanced exhaust after-treatment systems, as well as the specifi c vehicle emission 

performances (on board diagnostics, for example). This system is intended to achieve accurate and reliable 

exhaust gas emission measurements for the detection of several gas species, respecting competitive costs 

as well as the necessary required durability. To be able to fulfi l these stringent requirements an onboard 

gas sensor, based on the infrared optical technology, has been developed. Narrow band emitters, based on 

a resonant micro-cavity design, have been realised for the respective absorption bands of the various gas 

constituents to be detected and measured with a single broad spectral band detector, also developed within 

the framework of this project. 

This technology is applicable for a variety of transport modes: road and railway, marine propulsion sector, as 

well as the aircraft industry. The sensor system specifi cations have been defi ned to comply with those various 

fi elds of applications. Beside exhaust gas particles, fast sensor response times are targeted to transfer the 

advantage of fast optical measurements into in-situ internal combustion engine control strategies. 

Objectives 

The sensor system specifi cations have been defi ned to comply with the various fi elds of applications. Fast 

sensor response times are targeted on one side to transfer the advantage of fast optical measurements into 

in-situ ICE control strategies. On the other side, accurate and absolute low-level exhaust gas concentration 

values are targeted for exhaust after-treatment control and diagnostics. The reference transparency 

measurements, necessary to correct for any opacity changes in the optical path, shall also be used to extract 

the information on the exhaust gas particle content. The sensor will comply with the typical automotive 

reliability requirements. 

The entire sensor system was developed in respect of these technical boundary conditions but also to comply 

with the typical automotive environmental (packaging, temperature, vibrations, robustness, durability, etc.) 

specifi cations and the representative commercial targets. 


Narrow band emitters, based on a CdxHg1-xTe resonant micro-cavity design, have been realised for the 

respective absorption bands of the various gas constituents to be detected and measured. These emitters 

consist of a light-emitting active heterostructure layer and two multilayered Bragg mirrors of a thickness 

of about 5 um coupled directly onto a pumping laser diode. A low-cost detector, based on the bolometer 

technology and suitable to work with this sensor system, had been defi ned and realised in the frame of this 

project. 

The sensor system integration into the engine exhaust system, together with the adequate electronics 

consisting of the emitter laser diode drivers, the detector amplifi ers and the signal processing, have been 

developed. 

107

108 



A probing chamber containing the exhaust gases is inserted into the optical path between the narrow 

band emitters and the broadband detector. The exhaust gas is supplied to the probing chamber through 

a conditioning unit. The exhaust gas-conditioning unit controls pressure and temperature and prevents 

condensation, particularly in cold start conditions. Systems were developed to prevent particles from 

blinding the windows among which mechanical, aerodynamic or chemical systems. 

Results 

In summary, the signal at around 170 nV/ppm was rather strong, but with high noise content. Even with the 

complex temperature control, the long-term stability and repeatability were poor. 

For the detection of particles, opacity measurements with the selected optical and the related signal 

processing system are projected to detect particles in the required area for current and future engine 

technologies. 

In the frame of this project, the following risks had been identifi ed: 

• Sensor targeting tailpipe out application 

• requires high sensor sensitivity, accuracy and robustness 

• complex sensor temperature management required 

• Emitters (micro-cavity) 

• cross sensitivity to other gas species 

• relatively low optical power 

• increased requirements on sensor design (high sensitivity and accuracy), resulting in high system 

complexity 

• Bolometer detector currently performs > 20% below requirements 

• Data acquisition and signal processing 

• new sensor requirements (tailpipe out) and the current performances of the emitters and detectors are 

considerably driving up the requirements on the electronics, i.e. modulation, sampling, etc. 

• NO x measurements are not possible because of the interaction with water vapour (H 2 O) in the 

exhaust.

Acronym: IMPECC2 

Name of proposal: Infrared Microsystem for Polluting Emission Control on Cars 2 



Total cost: 3,703,629 € 






Sector: Road 





Coordinator: Joël Duhr 

Delphi Automotive Systems Luxembourg S.A. 

Avenue de Luxembourg 


E-mail: 

LU 4940 Bascharage 

joel.duhr@delphi.com 

Tel: +352 (0)50183300 

Fax: +352 (0)50187800 

Partners: Commissariat à l’Energie Atomique FR 

MicroComponents - The Swatch Group CH 

CSEM Centre Suisse d’Electronique et de Microtechniques SA CH 

Center for Research & Technology Hellas Chemical Process 

Engineering Research Institute GR 

ULIS Uncooled Infrared Detectors FR 



EM - Microelectronic Marin - The Swatch Group CH 

109

110 



OPTO-EMI-SENSE 

An Optical Fibre-based Sensor Intelligent 

System for Monitoring and Control of 

Exhaust Emissions from Road Vehicles 

OPTO-EMI-SENSE involves the research and development of novel optical fi brebased 

sensors for monitoring exhaust gas emissions and temperature in modern 

road vehicles. Novel sensors will be deployed on board the vehicle to provide 

monitoring and control in order to minimise atmospheric pollution. 

Background 

The problem of pollution of the environment by road vehicles is well known to vehicle manufacturers 

and legislative bodies in Europe and the rest of the world. Successive legislations in Europe have required 

ongoing reductions in the levels of the pollutant gases NO, NO , SO , CO as well as hydrocarbons (HCs) 

2 2 

and particulates in vehicle exhaust systems. Instrumentation and test procedures have been developed to 

measure these emissions, but these are currently conducted offl ine and at irregular intervals, e.g. once every 

one or two years. The OPTO-EMI-SENSE project is concerned with monitoring these emissions online and 

therefore sensors have been developed that can be mounted on the vehicle to continuously monitor the 

emissions. Sensors for detecting these pollutants have not previously been available and a major part of 

the novelty of this project has been the development of all optical (optical fi bre) sensors for the detection of 

the above pollutants to Euro IV concentration detection limits and below, as well as monitoring the hot gas 

temperature (up to 1 000ºC) using optical fi bre temperature sensors. 

The use of novel and state-of-the-art sensing technology provides a promising solution to the problem of 

onboard monitoring of vehicle pollution, which will ultimately enable this pollution to be minimised and 

allow European car manufactures to deliver the objective of environmentally clean cars whilst maintaining a 

commercial advantage in a globally competitive market. 

Objectives 

The main objective of OPTO-EMI-SENSE is to develop novel optical fi bre-based sensors for monitoring vehicle 

exhaust emissions on board the vehicle with a view to controlling and reducing them. 

The project’s specifi c technical objectives are summarised as follows: 

• to isolate and identify the optical signals arising from contaminants present in the complex mixtures of 

exhaust systems of a wide range of vehicles using advanced and novel optical fi bre-based spectroscopic 

interrogation techniques 

• to measure optically the temperature of the gases in the vehicle’s exhaust system 

• to develop novel optical fi bre sensors that are miniature and robust in their construction and may be 

fi tted and/or retro-fi tted to the exhaust systems of a wide range of vehicles 

• to interface and fully integrate the novel sensor systems into the existing data network of the vehicle, 

thus providing the driver and/or the engine control system with clear and unambiguous in-car 

information on contaminant levels of exhaust emissions. 

The consortium’s research activities are therefore designed to optimise their existing resources in a focused 

and precisely confi gured work plan in order to meet the technical objectives and hence address the issue of 

atmospheric pollution from road vehicles. Once developed, this technology will be highly portable to other 

vehicles, including rail and maritime.


The project is concerned with investigating novel optical fi bre-based sensing techniques for addressing the 

problem of environmental pollution in the surface transport area. Optical fi bre sensors are used to measure 

the concentration of pollutant gases to a minimum level of about 10 ppm and temperatures up to 1 000ºC 

in the exhaust of road vehicles. The methodologies employed for the respective measurement techniques 

are direct optical absorption (with spectral resolution) for the gas sensors and Fibre Bragg Gratings for the 

temperature sensors. 

The use of optical methods for gas sensing means that the response time of the sensor is rapid in comparison 

to other techniques currently being investigated, which are typically in the order of one second. As 

the spectroscopic absorption characteristics of the gases in the exhaust system are unique, they are not 

susceptible to cross interference from each other and other gases when in mixture. The sensors can also be 

made robust and cheap by using low-cost mass produced components (e.g. LEDs and photodiodes). 

Signal analysis of the parameters is performed using standard techniques (e.g. direct calculation of the 

concentration from the absorption data) and advanced techniques (e.g. pattern recognition of spectra in 

mixtures). These will be mounted on a DSP or microcontroller and interfaced to the CANBUS of the car. 

Results 

The main deliverables from OPTO-EMI-SENSE are the sensors and associated systems for measuring 

temperature and gas concentration. These will contribute to the capability of online monitoring of gas 

pollutants from road vehicles within the European Union, as well as internationally. This capability will result 

in the means for reducing emissions through the appropriate closed loop control of the combustion process 

in the vehicle. The impact on society from the successful implementation of the sensor systems will be 

reduced harmful emissions to the atmosphere and hence a cleaner environment. 

The sensor systems are assembled from conventional components and can therefore be fi tted and retrofi tted 

to a wide range of road vehicles. Development of policy through increasingly stringent legislation will drive 

the market for this type of sensor. The manufacturing of these systems is currently within the remit of many 

hi-tech SMEs within the EU and this would lead to the generation of employment within the hi-tech sector. 

Keywords: Exhaust gas monitoring, optical fi bre sensor, optical temperature sensors, intelligent 

sensors, optical gas sensors 

The optical fi bre gas sensor 


111

112 



Acronym: OPTO-EMI-SENSE 

Name of proposal: An Optical Fibre-based Sensor Intelligent System for Monitoring 

and Control of Exhaust Emissions from Road Vehicles 



Total cost: 2,450,783 € 






Sector: Road 





Website: http://www.liv.ac.uk/eee/research/rfma/optoemisense/index.htm 

Coordinator: Dr Lewis Elfed 

University of Limerick 

Department of Elctronic and Computer Engineering 

Castletroy 

E-mail: 

IE Limerick 

Elfed.Lewis@ul.ie 

Tel: +353 (0)61 20 29 68 

Fax: +353 (0)61 33 81 76 

Partners: City University UK 

University of Liverpool UK 

Fiberware GmbH DE 


University of Rostock DE

More effective organisation of urban transport 

CITYMOBIL 

Towards Advanced Road Transport for the 

Urban Environment 

The objective of the CITYMOBIL project is to achieve a more effective organisation 

of urban transport. At three sites, Heathrow, Castellón and Rome, large-scale 

demonstrators will be set up to supply proof of concept of innovative automated 

transport systems integrated in the urban environment. 

Background 

Every major city suff ers from the problems that are related to increasing mobility demands. Cities have to deal 

with pollution, congestion and safety problems caused by increasing traffi c. Traditional transport systems are 

not suffi cient anymore to cope with these increasing problems. 

With the exception of some automatically operated metro systems (Paris, London and Lille) and some recently 

introduced automated buses and people-movers (Clermont-Ferrand, Eindhoven and Capelle aan de IJssel), 

transport systems in the present-day European city are mostly of a traditional type. 

CITYMOBIL will contribute to innovative solutions that will allow increased mobility in a well-controlled 

manner, using technologies with low pollution, high safety levels and a much increased effi ciency, using 

either a separate infrastructure or existing roads. In future mobility scenarios, such new transport systems 

will be part of the urban environment. These new transport systems will be the answer to the new mobility 

demands of the future society. In our vision, the urban mobility will be greatly supported by new transport 

system concepts, which are able to improve the effi ciency of road transport in dense areas while at the same 

time help to reach the zero accident target and minimise nuisances. 

Objectives 

CITYMOBIL’s ambitious goals are achieved by: 

• Developing advanced concepts for advanced road vehicles for passengers and goods. Most of the 

earlier projects addressed isolated aspects of the mobility problems of cities, whereas CITYMOBIL 

focuses on the overall urban transportation problem. However, CITYMOBIL will integrate the results of 

earlier projects in its deliverables. 

• Introducing new tools for managing urban transport. CITYMOBIL will develop tools that can help cities 

to cross the thresholds that are preventing them from introducing innovative systems. For instance, 

the absence of certifi cation procedures and the lack of suitable business models will be addressed. 

• Taking away barriers that are in the way of large-scale introduction of automated systems. Some of 

these barriers are of a technological nature, some are of a legal or administrative nature: for example, 

the legal requirement for vehicles using public roads where the driver is responsible for the vehicle at 

all times, which eff ectively prohibits driverless vehicles from using public roads. 

• Validating and demonstrating the concepts, methods and tools developed in CITYMOBIL in three 

European cities. These demonstrations (Heathrow, Rome and Castellón) will be real implementations 

of innovative new concepts. In a number of other cities, studies will be carried out to show that an 

automated transport system is not only feasible, but will also contribute to a sustainable solution for 

the city’s mobility problems, now and in the future. 

113

114 




CITYMOBIL is divided into sub-projects and each sub-project into work packages. 

In Sub-Project 0: General management. Activities relating to the IP management and all dissemination and 

training activities are combined. 

Sub-project 1: Demonstrations. This covers the CITYMOBIL activities related to the demonstrations. The 

demonstrations serve as a laboratory for developing and evaluating solutions and as a source for identifying 

problems that can be addressed in the project. 

Sub-Project 2: Future scenarios. This will investigate how automated road transport systems fi t into 

the expected scenarios for advanced urban transport in the future, in particular analysing how they will 

contribute to sustainability. 

Sub-Project 3: Technological issues. This addresses the technological and HMI issues that are in the way of 

large-scale introduction of advanced urban transportation systems. In principle, it only addresses those 

issues that are typical for advanced transport. 

Sub-Project 4: Operational issues. This will extend the current requirements, strategies and policies to the 

new advanced urban transport systems that CITYMOBIL is going to study. The challenge will be not only 

to achieve a level of service comparable to the one proposed by the current transport modes, but also to 

improve it. 

Sub-Project 5: Evaluation aims at evaluating whether and under what conditions the project has been 

successful in meeting its objectives. Lines will be drawn for further development of road transport 

automation. 

Results 

At the end of the CITYMOBIL project, there will be at least three sites where an actual automated transport 

system will have been installed and where the fi rst results will have been evaluated. These will not just be 

demonstrations of technological possibilities, but fully fl edged integrated solutions that will be operated 

and maintained in the long term. For a number of other cities, plans will have been made and concepts will 

have been developed that will help the relevant authorities to make decisions concerning the introduction 

of automated transport systems. Legal barriers will have been identifi ed, and political and administrative 

strategies will have been defi ned to remove these barriers, so that they will no longer be delaying 

implementation decisions. Remaining technical problems will have been solved, or at least brought closer 

to a solution. In general, the advantages of automated transport systems will be much better known and it 

will be easier for the relevant decision-makers to choose such systems if they off er the most advantageous 

solutions for their particular mobility problems and requirements. 

Keywords: Autonomous vehicles, advanced transport systems 

Advanced buses Cybercars


Acronym: CITYMOBIL 

Name of proposal: Towards Advanced Road Transport for the Urban Environment 



Total cost: 41,774,538 € 






Sector: Road 



Research domain: More eff ective organisation of urban transport 

Website: http://www.citymobil-project.eu 

Coordinator: Mr Van Dijke Jan Pieter 

TNO - Netherlands Organisation for Applied Scientifi c Research 

Steenovenweg 1 

P.O. Box 756 

NL 5700 AT Helmond 

E-mail: jan.vandijke@tno.nl 

Tel: +31 (0)492 566504 

Fax: +31 (0)492 566566 

Partners: ETRA Investigación y desarrollo, S.A. ES 


INRIA - Institut National de Recherche en Informatique et en Automatique FR 

University of Leeds UK 

DLR - German Aerospace Center DE 

ROBOSOFT FR 


CSST - Centro Studi Sui istemi di Trasporto S.p.A. IT 

TRW LIMITED trading as CONEKT UK 


The Foundation for Scientifi c and Industrial Research 

at the Norwegian Institute of Technology NO 

Dipartimento di Idraulica Trasporti e Strade Università 

degli Studi di Roma «La Sapienza» IT 

GEA J-M. Vallotton et T. Chanard SA FR 

POLIS - Promotion of Operational Links with Integrated Services, 

association internationale BE 

RUPS Consultancy & Projectmanagement BV NL 

Frog Navigation Systems NL 

Transport & Mobility Leuven BE 

ISIS - Istituto di Studi per l’Integrazione dei Sistemi IT 

Technion - Israel Institute of Technology IL 

RATP - REGIE AUTONOME DES TRANSPORTS PARISIENS FR 

Comune di Roma Dipartimento VII Politiche della Mobilità IT 

Ingegneria dei Trasporti srl IT 

Advanced Transport Systems Ltd UK 

Generalitat Valenciana ES 

Fundacion Comunidad Valenciana Region Europa ES 

ENQ ES 

Uniresearch BV NL 

115

116 



CONNECT 

Coordination of CONcepts for NEw 

Collective Transport 

The scope of this proposal is fl exible collective mobility services (FCMS). This covers 

all forms of intermediate transport which may be classifi ed as fl exible and collective. 

The use of urban collective transport for passenger traffi c and small goods traffi c has 

important potential from the viewpoint of environment and city logistics. There are 

considerable possibilities to reduce (gasoline-fuelled) private traffi c, save operating 

costs and increase the level of service experienced by the passenger whilst also 

encouraging the promotion of small alternatively-fuelled vehicles. 

Background 

The domain of fl exible transport services (FTS) covers a broad range of mobility products usually – but not 

necessarily – operated by moderate and/or small capacity vehicles. The distinguishing feature of FTS is that 

one or more of the dimensions of the service can be adjusted to meet the actual needs of the users. This 

means that the route can be designed for the specifi c requests of the users for that specifi c trip, the time of 

departure or arrival could be brought forward or delayed to suit the customers, a bigger or smaller vehicle 

could be used depending on the number of passengers, and a specifi cally equipped vehicle or trained driver 

could be assigned if a customer has special needs. 

Throughout Europe, a wide range of FTS has now been established, including: 

• demand responsive transport (DRT) services for general use in rural areas 

• DRT services for general use in peri-urban and suburban areas 

• dedicated services for users who face diffi culties using regular public transport (e.g. the elderly and 

disabled) 

• fl exible services to replace fi xed-line services at evenings and weekends 

• fl exible services serving destinations of special demand, e.g. airports, shopping precincts. 

However, such transport services to date do not yet exploit the true potential of fl exible collective mobility 

and further work is required on the knowledge acquisition, analysis and dispatching functions of the 

intermediate transport solutions that are required in the pursuit of sustainable mobility. 

Objectives 

The main objectives of CONNECT are: 

• to set up a continuously updated web-based ‘virtual library’ 

• to support the development of skills and best practice in the fi eld of FTS 

• to provide guidelines and recommendations for supporting business development of FTS 

• to organise thematic workshops for relevant user communities covering systems and operations, 

technologies, vehicles and vehicle technologies, and FTS businesses 

• to increase the awareness of CONNECT among a broader audience. 


WP1 (Project Management) ensured that the project was carried out as planned and that all relevant 

deadlines were met.

WP2 (Knowledge Repository) set up a common information system, which gathered and managed 

information on on-going research, the state-of-the-art and good practice in fl exible transport and its 

supporting technologies. 

WP3 (Training and Skills) aimed to support the development of skills and best practice in the fi eld of FTS 

through a number of actions, including provision of courses, training and educational resources, facilitation 

of personnel exchanges and collection, development and promotion of best practice. 

WP4 (Business Development) generated and formalised the necessary knowledge to provide valuable 

guidelines and recommendations for supporting business development of FTS, from a multidisciplinary 

point of view and producing knowledge on business models, organisational issues and on regulatory, legal 

and policy aspects. 

WP5 (User Community Workshops) organised four thematic workshops for the user communities involved 

in fl exible and responsive forms of transport, generating and distributing advance relevant preparatory 

materials, and preparing key public reports on the workshop themes. 

WP6 (Dissemination) had two main objectives: raising awareness about CONNECT, and especially the 

knowledge repository developed in WP2, and the dissemination of materials and information. 

Results 

CONNECT has achieved the following: 

Established a continuously updated web-based virtual library on the domain of FTS. It is publicly available 

and designed as a resource to assist practitioners. 

Supported knowledge transfer and training by developing materials for training courses on FTS based on a 

modular approach, organising study tours, identifi cation and promotion of good practice. 

Researched current practice of FTS in Europe, with special focus on business models, institutional and 

organisational frameworks, and legal and regulatory frameworks. 

Developed methods and resources for developing and assessing options for business models for FTS. This is 

original work as a result of CONNECT and looks very promising. 

Organised four thematic workshops on FTS in three diff erent countries, covering systems and operations, 

technologies for FTS, business models, and vehicles and vehicle technologies. 

Disseminated and exchanged knowledge by making information publicly available and presenting this at a 

wide range of conferences and workshops. 

The CONNECT Virtual Library: The virtual library contains documents, reports and presentations on many 

diff erent aspects of fl exible transport. It is accessible via the CONNECT website, making it a valuable, publicly 

accessible resource for all practitioners and user communities. The virtual library currently contains over 

230 diff erent documents on fl exible transport and has a matrix structure, classifi ed according to passenger 

transport, freight transport, urban transport and rural transport. Documents are characterised by metadata 

to improve searching. This expert database aids both the CONNECT consortium partners and external 

stakeholders in implementing and optimising fl exible transport services. It is expected that a continuous 

process of updating and maintenance of the virtual library will be put in place. 

The front page of the CONNECT website for the knowledge 

repository of fl exible transport services 

the CONNECT project 


Accessible vehicle used on demand responsive transport 

service in a sparsely populated area in North East England 

Northumberland County Council 

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Acronym: CONNECT 

Name of proposal: Coordination of CONcepts for NEw Collective Transport 









Sector: Multi 





Website: http://www.fl exibletransport.eu 

Coordinator: Prof. Nelson John 

University of Newcastle upon Tyne 

1, Park Terrace 

E-mail: 

UK NE1 7RU Newcastle upon Tyne 

j.d.nelson@ncl.ac.uk 

Tel: +44 (0)1912 227936 

Fax: +44 (0)1912 226502 

Partners: Valtion teknillinen tutkimuskeskus (VTT Technical Research Centre of Finland) FI 

ATAF S.P.A. IT 

Etra Investigación Y Dessarrollo, S.A ES 

Research Center of the Athens University of Economics and Business GR 

European Transport and Telematics Systems Ltd. IE 

Szechenyi Istvan University HU 

Diepens & Okkema NL 

Institute for Transport Studies, University of Bodenkultur AT 

Mobisoft Oy FI 

MemEx S.r.l. IT 

ROSE Vision, S.L. ES 

Softeco Sismat SpA IT 

Versio Oy FI 

Ramboll Management s.a. BE 

Ingenieria de Sistemas para la Defensa de España, S.A. ES 

WSP-LT FI 

Union Internationale des Transports Publics asbl FR 

TRITEL NV BE 

Technical University of Crete GR 

LogistikCentrum Väst AB SE 

Angus Transport Forum UK 

University of Southampton UK

EURFORUM 

European Research Forum for Urban 

Mobility 

This project aims to help match the demand and supply side of EU research in the fi eld 

of urban mobility, better assess the research needs of the sector, and validate (by 

stakeholder consultation) the research priorities for urban mobility, bearing in mind 

EU and national research programmes, notably the Seventh Framework Programme. 

Background 

Around 80% of European citizens live in urban areas, which is where 85% of European GNP is generated. 

Urban public transport is a key issue for the EU. Effi cient urban transport systems are critical for the functioning 

and sustainable development of urban areas. They ensure that: 

• all citizens have proper access to all components of urban life (including education, employment, culture) 

• the risk of social exclusion is minimised 

• the distribution of goods is properly achieved 

• the quality of urban life is improved. 

Several EU policies are infl uenced by the decisions taken on urban mobility and could benefi t from better 

coordination of actions in that regard: energy supply, safety and security, environmental policy, regional 

policy, internal markets and others. 

The urban mobility sector needs research in order to be able to keep up with the pace of technological and 

societal changes, and to maintain the attractiveness of its off er for users. 

The EU is already taking steps towards supporting research co-operation and stimulating research excellence 

in surface transport. This is being done notably through modal European technology platforms such as 

ERRAC (rail) and ERTRAC (road). However, urban transport transversal issues are not fully covered by those 

platforms, and stakeholders in the sector felt that there was a gap which needed to be fi lled. 

Objectives 


The project intends to achieve a full inclusion of urban mobility issues into the EU research agenda. The 

project will identify and develop innovative concepts and tools for organising a proper coordination at EU 

level between all relevant stakeholders concerning research on urban mobility. 

This is going to be achieved through: 

• identifi cation of priority research areas in the fi eld of urban mobility which would benefi t from a better 

coordination of stakeholders at EU level, taking into account both technology- and policy-oriented 

research 

• identifi cation and promotion of innovative research strategies for sustainable urban transport, and of 

coordinated information and communication strategies targeting transport users and operators 

• proposing instruments serving to improve the knowledge base on urban mobility Europe-wide 

• promotion of tools supporting urban transport policy development, such as integration of land use 

planning, including technical harmonisation at the European level 

• promotion of intermodality between existing mobility services and of innovative intermodal mobility 

services in urban areas 

• building up appropriate links between existing modal technology platforms (ERRAC, ERTRAC) in order 

to cover transversal/intermodal issues addressing similar priorities. 

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The project will be divided into fi ve work packages. Three key work packages (WP1: State of the art and vision, 

WP2: Strategic research agenda, WP3: Stakeholder relationship management) will be inter-related through 

a matrix structure with four research areas: a) Data collection/demand analysis, b) Sustainable strategies/ 

traffi c planning and management/land use, c) Integrated and harmonised systems and services, and d) User 

aspects – security, comfort, accessibility. 

WP1 will look at the achievements of urban mobility research so far and formulate a vision for the future. 

Its crucial task is to determine the current status of research and technological development in the fi eld of 

urban mobility. 

The primary objective of WP2 will be to elaborate a strategic research agenda (SRA), i.e. a detailed action plan 

for the structuring and implementation of European research priorities in the fi eld of urban mobility. 

WP3 will ensure, through organising and moderating two EURFORUM plenary sessions (in 2007), the 

validation of key deliverables by relevant stakeholders from various urban mobility fi elds (operators, 

organising authorities, industry and users), selected according to their role and decision-making position in 

the sector, respecting proportions of European countries represented. 

WP4 will be dealing with dissemination issues and WP5 with project management. 

Results 

State of the art: In order to develop forward-looking research approaches and questions, it is essential to 

assess the current situation of science and knowledge in the fi eld of urban mobility, and to identify within 

the Member States the various categories of local, regional and national decision-makers who should be 

involved in European research on urban mobility at the European level. This deliverable will look at the current 

development status in technology and knowledge in this fi eld in collaboration with all project partners and 

in consultation with the stakeholders. 

Vision: This deliverable will provide a set of questions and answers concerning the future evolution of various 

factors having an impact on urban mobility. Furthermore, the vision will include considerations on how 

research can help to achieve sustainable urban mobility in the years to come. 

Strategic research agenda (SRA) will be a detailed action plan for the structuring and implementation of 

European research priorities in the fi eld of urban mobility. The SRA will serve as a ‘groundwork’ that initiates 

and goes together with the discussion among the relevant stakeholders concerned with urban mobility in 

Europe. For each research area, the following elements will be included: 

• formulation of proposals for transversal (intermodal) topics, 

• integration of modal topics, including those proposed by other technology platforms. 

Keywords: Urban transport, urban mobility, transport policy, transport technology, metro, light rail, bus, 

intermodality, car sharing, cycling, walking, land use, passenger transport, urban freight 

UITP

Acronym: EURFORUM 

Name of proposal: European Research Forum for Urban Mobility 









Sector: Multi 





Website: http://www.eurforum.net 

Coordinator: Mr Franckx Laurent 

UITP - Union Internationale des Transports Publics 

Rue Sainte Marie 6 


E-mail: 


laurent.franckx@uitp.com 

Tel: +32 (0)2 663 66 32 

Fax: +32 (0)2 663 66 23 

Partners: ECTRI - European Conference of Transport Research Institutes FR 

Technische Universität Dresden DE 

POLIS - Promotion of Operational Links with Integrated Services BE 

CERTU - Centre d’Etudes sur les réseaux, les transports, l’urbanisme 

et les constructions publiques FR 

ASSTRA - Associazione Trasporti IT 

EMTA - European Metropolitan Transport Authorities FR 

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FIDEUS 

Freight Innovative Delivery in European 

Urban Spaces 

The aim of the project is to provide a complementary set of vehicle solutions to 

support an innovative approach to the organisation of urban freight transport, in line 

with political strategies to safeguard the liveability of cities, while being compatible 

with effi cient logistics. Urban freight delivery is both a contributor to and a victim 

of the growing congestion in urban areas, which exposes the population to noise, 

pollution and nuisance. The target of FIDEUS is to contribute to the economic 

livelihood of business and retail activities located in the city in a practical way, with 

policies oriented towards more sustainable mobility. 

Background 

The growing traffi c problems in cities also involve the urban supply chain, which is both a cause and a victim 

of such problems. If no measures are undertaken in the future, statistics show the risk of a continuous increase 

in traffi c volumes that will be due in part to freight fl ows (about 20%). Such a situation aff ects the quality of 

life as well as the environment, and means a loss of effi ciency for the freight transport itself. 

Today’s solutions are often based on restrictive policies that include low emission zones, access control, road 

pricing or time limits for the logistic operations. It is only in the last few years that experimental initiatives 

have been going towards a positive approach, in which public authorities off er ad hoc facilities like freight 

villages or reserved lanes. 

The 13 partners of the FIDEUS project, coordinated by Centro Ricerche FIAT and co-funded by the European 

Commission – DG Research, aim to develop a new approach for the freight delivery in urban space by 

proposing a family of vehicles with high performance, a reorganised logistic fl ow and a telematic tool for the 

logistics management. 

The benefi ts expected are social (less congestion/environmental eff ects due to freight delivery) and 

economics (better effi ciency in the operations). In terms of policy, the public authorities will have a greater 

degree of freedom in traffi c control, with minimal eff ects on the operators. 

Objectives 

FIDEUS proposes a new approach to the freight delivery through three types of actions: 

• the development of a complementary set of vehicles and equipment, specially conceived for 

undertaking urban deliveries and collection 

• the proposal of a new approach to the organisation of urban logistics, involving the coordinated 

use of diff erent vehicle types, an innovative goods container and support systems to improve the 

management of delivery operations 

• the provision of tools and information, which will give practical support to city authorities in the 

planning and management of strategies for dealing with urban delivery traffi c. 

FIDEUS will be able to give a practical demonstration of the major features of a ‘clean’ logistics system which 

can: 

• implement an urban handling standard in terms of delivery and collection 

• provide a better level of control of urban delivery logistics 

• reduce the costs of transportation and distribution

• enhance the quality of service (accuracy of deliveries, compliance with deadlines, etc.) 

• free up the urban delivery circuits and limit the level of congestion 

• make the best use of existing infrastructures, reducing the occupation of urban space 

• limit the nuisance and damage caused to the community and the environment 

• allow the city to be reclaimed by pedestrians. 


From a practical point of view, the FIDEUS project aims to develop a family of vehicles with high performance 

in terms of environmental impact reduction, noise level control and ergonomics. The basic idea is to exploit 

the diff erent features of these vehicles to achieve an effi cient logistic fl ow towards the cities. A specifi c 

strategy will be elaborated to move freight into city centres with fewer trips by medium-to-large vehicles, and 

to deliver the parcels using a micro-carrier that is able to circulate in pedestrian areas without any restriction. 

An alternative is a van with an ad hoc adaptation that could carry out deliveries in urban zones where low 

emissions and noise levels are mandatory. 

This approach requires some cross-solutions to enhance and complete the capabilities of the proposed set 

of vehicles. For this purpose, FIDEUS has identifi ed a multimode container to facilitate the freight handling 

and delivery, and a telematic system to manage the logistic fl ow. Obviously this extended package will adopt 

other practical measures, for example to achieve easy loading/unloading operations, to have transhipment 

areas or reserved lanes, to enable the vehicles to exchange data, to track the goods, etc. 

Results 

Thirteen partners are involved in the FIDEUS project to design, develop and integrate all these solutions 

for a new approach to freight delivery. This challenge makes it essential to defi ne an overall strategy to 

combine the use of each component and to exploit its specifi c features, so these off er benefi ts to the logistic 

chain. Technical solutions are not the only way to achieve sustainable urban logistics, but are tools to accept 

and collaborate with the policies in use in our cities. In this integrated approach, municipalities and public 

authorities can support the eff orts made by the logistics operators by undertaking suitable backing measures, 

reserving, for instance, lanes at fi xed times of day or creating transhipment areas in public spaces where the 

larger vehicles can unload their freight for consequent delivery in pedestrian areas with the Micro CUV. 

The expected results therefore include the validation of the FIDEUS concepts, by demonstrating the 

feasibility, effi ciency and sustainability of a freight fl ow based on the combined use of several platforms and 

co-operation between the players that make up the logistic chain in urban space. 

Keywords: Freight delivery, urban mobility, logistics 

Microvehicle transhipment to access pedestrian reserved areas 


IVECO 

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124 



Acronym: FIDEUS 

Name of proposal: Freight Innovative Delivery in European Urban Spaces 



Total cost: 4,451,576 € 






Sector: Multi 





Website: http://www.fi deus.org 

Coordinator: Mr Burzio Gianfranco 


Innovative Technologies 


E-mail: 


gianfranco.burzio@crf.it 

Tel: +39 011 9083 066 

Fax: +39 011 9083 083 

Partners: Deutsche Post AG / DHL Express Deutschland DE 

TNT Innight B.V. NL 

ECA SA FR 

IVECO IT 

University of Westminster UK 

Renault Trucks FR 

MIZAR AUTOMAZIONE S.P.A. IT 

IMPACTS EUROPE FR 


Region of Hannover DE 

Grand Lyon - Communaute Urbaine de Lyon FR 

DSD - Disseny de Sistemes i Desenvolupament S.A. ES


HOST 

Human Oriented Sustainable Transport 

mean 

The HOST project aims at developing a multipurpose transport mean. Due to the 

modularity of the chassis and powertrains, HOST is capable of being equipped with 

a variety of bodies, providing new services for mobility and goods displacement in 

towns, and organising urban motorised traffi c in a more rational way. 

Background 

Today’s European cities face many problems and transport is one of the most relevant, if not the most relevant. 

Mobility in cities gives problems of congestion, energy consumption, pollutant emissions, loss of green belts, 

occupancy of public spaces and, last but not least, health and safety. Although passenger transport is always 

perceived to be the main cause of mobility-related problems, recent studies proved that freight transport 

impact is also an issue: between 30 and 40% of energy consumed for transport in cities is due to freight 

transport. Any of the attempts made so far, for either research or demonstration purposes, to have a cleaner 

mobility based on low polluting vehicles have been successful in demonstrating that cleaner vehicles are 

technically feasible, but have failed to launch a real market for non-polluting vehicles. Low impact buses 

have been tested in many research projects and proved to be much less polluting than conventional ones, 

but have not been commonly adopted by city public transport companies because they are more expensive 

and problematic. To lower the impact of mobility on the cities, cleaner vehicles are not enough: an integrated 

passenger and freight strategy must be adopted. Cleaner vehicles must be specifi cally designed for the 

purpose and prove to be better than conventional ones under any aspect, including costs. 

Objectives 

The HOST objectives are: 

• to subvert the vehicle design process and instead of designing the vehicle on the basis of the available 

technology, let it start from the real user needs 

• to design a multipurpose vehicle which can be used for several tasks over a period of 24 hours, thus 

reducing the investment costs for an environmentally friendly vehicle 

• to develop a modular powertrain with interchangeable power generation units so as to minimise the 

impacts of the vehicle circulation according to the task it is supplying 

• to integrate a drive-by-wire steering system 

• to design a modular chassis capable of changing length according to the capacity (in terms of volume 

of freight or number of passengers) it has to have for the task it is supplying 

• to design diff erent vehicle cabins which can be easily and automatically switched for passenger and 

freight transport 

• to integrate in the vehicle chassis an advanced horizontal transhipment device capable of transferring 

pallets of freight as well as facilitating the cabin interchange 

• to manufacture the HOST prototype and to test it, so to prove the concept. 

Fulfi lling all these objectives will lead to the design and construction of a vehicle which could supply freight 

and passenger services economically in cities and allow, if adopted in combination with some accompanying 

measures, city mobility to become more sustainable. 

125

126 




HOST proposes to use one modular vehicle platform with four diff erent cabins to accomplish four diff erent 

transport tasks. To verify that such a concept was feasible and to dimension the low environmental impact of 

such a vehicle, a severe acquisition campaign was set up in three diff erent European cities: Oeiras (PT), Rome 

(IT) and Stockholm (SE). The fi rst act of the user needs analysis (UNA) provided the working methodology to 

be followed in data collection and analyses, aiming to introduce a new method to design vehicles: instead 

of starting from the technology and looking for a proper application of it, HOST investigated a number of 

services and defi ned the needs of each of them. The UNA deals with the needs identifi cation, subdivided by 

user, market and driving needs: it concerns the defi nition of the vehicle technical specifi cations, capable of 

satisfying simultaneously all the needs and the identifi cation of the potential market for such a vehicle. The 

three cities were asked to choose at least two (one freight and one passenger, and one night-time and one 

daytime) from among the four services identifi ed since the proposal: 

• night-time collective taxi 

• daytime car sharing services 

• daytime freight collection and distribution 

• night-time garbage collection. 

The technical specifi cations that have arisen constitute the basis for the design and the following construction 

phase. 

Results 

The progress made so far is mainly related to the defi nition of the vehicle’s technical specifi cations, 

representing the guiding input for the whole design phase (enclosing both chassis and powertrain), which 

is now completed. The main achievements of the initial study were the defi nition of the HOST prototype as a 

whole, in terms of dimension and bulk of the platform (chassis and suspension) as well as the various boxes 

constituting the powertrain and the human machine interface (fi g. 2). The results obtained confi rm that a 

common powertrain can accomplish the four tasks selected by adding modules for extra energy storage 

or an auxiliary power unit. A particular reference has been reserved for the transhipment system where the 

HOST concept has to carry a device that enables the prototype to tranship the cabin and/or body vehicle 

as an intermodal transport unit in a practical way and therefore let the vehicle enter into logistic process 

fl ows (fi g. 1). Fulfi lling all these objectives will lead to the design and construction of a vehicle which could 

economically supply freight and passenger services in cities and allow, if adopted in combination with some 

accompanying measures, city mobility to become more sustainable. 

Keywords: Sustainable transport, hybrids, low polluting vehicles

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Acronym: HOST 

Name of proposal: Human Oriented Sustainable Transport mean 



Total cost: 3,017,119 € 






Sector: Multi 





Website: http://www.host-vehicle.com 

Coordinator: Prof. Orecchini Fabio 

CIRPS - University of Rome ‘La Sapienza’ 

Via della Polveriera, 37 

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E-mail: 

IT 00184 Rome 

fabio.orecchini@uniroma1.it 

Tel: +39 06772653202 

Fax: +39 06772653215 

Partners: Royal Institute of Technology SE 

Instituto Superior Tecnico PT 

CargoTechnologies GmbH AT 

STILE BERTONE S.P.A. IT 

Jelley Limited UK 

KVD NL 

Volvo Technology Corp. SE 

Robosoft FR 

127

128 



NICHES 

New and Innovative Concepts for Helping 

European Transport Sustainability 

NICHES will facilitate the coordination of the research activities of academic 

institutions, industry, mobility operators and transport authorities regarding key 

urban transport innovations that lack broad deployment. NICHES aims to stimulate 

a wide debate between relevant stakeholders from different sectors and disciplines 

across the EU and Accession Countries in order to promote the most promising 

new concepts, initiatives and projects from their current ‘niches’ (sic) position to a 

‘mainstream’ urban transport policy application. 

Background 

Over the last few years, scientists, transport operators, industry and policy-makers throughout Europe have 

developed a wide range of innovative concepts for making urban transport more effi cient, competitive and 

sustainable. Despite signifi cant progress, many of these eff orts to date have not been implemented on a 

larger scale. A number of barriers have prevented these concepts from being widely deployed: 

• no coordination of innovation initiatives in diff erent countries and cities 

• no integration with mainstream transport policy and development in relative isolation 

• no concrete strategies for achieving a transition from R&D to common practice 

• lack of dissemination outside their specifi c context 

• clear guidance missing regarding the transferability to other urban contexts 

• lack of awareness among stakeholders of the mutual needs and interests across transport modes and 

(public and private) sectors. 

NICHES wants to remedy this by stimulating a wide debate on innovative urban transport and mobility 

between relevant stakeholders from diff erent sectors and disciplines across Europe. NICHES will promote the 

most promising new concepts, initiatives and projects, moving them from their current niche position to a 

mainstream urban transport policy application. 

Objectives 

The high-level goal of the NICHES project is to support the development and adoption of innovative 

technology and policy-based urban transport concepts that will contribute to establish sustainable urban 

transport systems. This in turn is expected to contribute signifi cantly to a more effi cient and competitive 

transport system, a healthier environment and improved quality of life in urban areas. 

The high-level project goal has been divided into fi ve overall project objectives: 

• enhance discussion and knowledge exchange between practitioners, experts and researchers in the 

fi eld of urban transport in Europe, ensuring that diff erent sectors will be involved (transport authorities, 

operators, industry, academics and other researchers as well as users) 

• provide a forum for those involved in European research activities and projects as well as national, local 

and industrial initiatives in the area of innovative urban transport concepts to share their knowledge 

and experience 

• develop an accessible document store and a knowledge base amongst urban transport experts and 

practitioners on innovative transport concepts, as well as integrated urban transport strategies, in 

which several innovative concepts are implemented in a combined way

• identify future research needs and pave the way for innovative transport concepts, meeting mobility 

needs in 2020 

• develop a platform for capacity building (tools and content) for practitioners with guidance on developing 

and implementing innovative concepts in the framework of integrated urban transport strategies. 


For the implementation of the NICHES project, a tailored combination of methods and tools is employed, 

which will ensure all objectives can be achieved effi ciently. The starting point is a precise defi nition of selection 

criteria for ‘innovative concepts’, clarifying the meaning of this term within NICHES. It allows establishing the 

concrete information basis (reference examples) that the project will analyse and advance by using: 

• expert working group meetings – based on the focus group method 

• personal expert interviews 

• coordination of ongoing R&D activities 

• validation and dissemination workshops. 

In order to fi nd 12 innovative urban transport concepts, four thematic working groups were defi ned, related 

to the following areas: 

• new seamless mobility services 

• innovative approaches in city logistics 

• new non-polluting and energy effi cient vehicles 

• innovative demand management strategies. 

Throughout the full duration of the project, the working groups follow four successive work packages: 

1. State of the art and good practice 

2. Feasibility and transferability 

3. Design of integrated transport strategies 

4. Visions for the future and recommendations. 

Results 

The main deliverables are: 

• State of the art and good practice in developing innovative urban transport concepts: provides 

a structured overview of 12 selected innovative urban transport concepts, based on existing good 

practice. It deals with four diff erent thematic areas that cover urban freight and passenger transport as 

well as non-polluting and energy effi cient vehicles. 

• Feasibility and transferability of innovative urban transport concepts: summarises the results of the 

second phase of the project. It is a working document, which provides a large amount of detailed 

information about the wide range of innovative concepts. It provides an important information basis 

that feeds into the next work steps. 

• Integrated urban transport strategies: this proposes NICHES urban transport strategies as integrated 

packages combining the project’s innovative concepts and mainstream measures. 

Public bicycles in Lyon 

JC Decaux / City of Lyon 


Liftshare UK 

Lift-sharing services 

129

130 



Acronym: NICHES 

Name of proposal: New and Innovative Concepts for Helping European Transport Sustainability 



Total cost: 1,050,000 € 






Sector: Multi 





Website: http://www.niches-transport.org 

Coordinator: Mrs Iriarte Leire 

POLIS - Promotion of Operational Links with Integrated Services, a.i.s.b.l 

Rue du Trône 98 

E-mail: 


liriarte@polis-online.org 

Tel: +32 (0)2 500 56 74 

Fax: +32 (0)2 500 56 80 

Partners: Rupprecht Consult - Forschung & Breratung GmbH DE 

Eurocities asbl BE 

Council of European Municipalities and Regions / Conseils des Communes 

et Régions d’Europe BE 

PTV Planung Transport Verkehr AG DE 

City of Stockholm, Environment and Health Administration SE 

Warsaw University of Technology (Politechnika Warszawska) PL


TRANSPOWER 

Supervised Implementation of Sustainable 

Urban Transport Concepts 

The main goal of TRANSPOWER is to supervise the implementation of sustainable 

urban transport. TRANSPOWER provides municipal and regional decision-makers 

with properly evaluated scientifi c information about best practices and relevant 

experience in order to implement sustainable, cost-effective, environmentally 

friendly and effi cient urban transport concepts. 

Background 

Environmental issues – such as air pollution or noise – are serious threats to the health of EU inhabitants. 

More than 75% of the population of the EU lives in urban areas and is aff ected by a deterioration of air quality 

as well as noise. The car is the dominant means of transport and decisively contributes to pollution and noise. 

Recent estimates foresee an increase of 40% in transport-caused CO 2 emissions by 2010, if current trends 

persist. Therefore the improvement of air quality is one of the fi elds in which the EU has been most active in 

recent years. 

The project will serve as a stage for future investment projects as in-depth-analyses will detect investment 

potentials. Model instruments will be at the disposal of municipal policy-makers to be used in future actions. 

The joint implementation eff orts will lead to a more effi cient and rational use of motorised transport in the 

partner regions. 

Objectives 

The overall objective of TRANSPOWER is to contribute towards concepts for measuring and planning which is 

cost-eff ective, sparing, environmentally friendly and effi cient in the fi eld of urban transport. 

The project will help decision-makers to implement existing ideas by accompanying their progress 

closely, and providing an exchange of experienced and professional supervision. Guidelines and practical 

recommendations for the targeted improvement of urban transport organisation will be given. The target 

groups addressed are specifi cally municipal authorities, but in a wider sense also traffi c operators and 

inhabitants. The approach is tailored to small, manageable projects which represent realistic steps towards 

achieving the above-mentioned overall objective. 

The supervised implementation of small, manageable and tailor-made projects and concepts which 

represent realistic steps, together with the exchange of experience and relevant personnel, shall enable the 

participating institutions to build up relevant capacities. Using a selection of 16 partners representing small 

and medium-sized cities (up to 500 000 inhabitants) from fi ve Member States and two Accession Countries, 

policy-makers of municipalities and cities will be able to exchange knowledge with academia and business. 


The general instrument of TRANSPOWER is the coordination of actions, which are developed and implemented 

at a local level in European Countries. 

A key aim of TRANSPOWER is to supervise the implementation of existing concepts in the fi eld using 

innovative approaches. The supervised implementation of small, manageable and tailor-made projects and 

concepts, which represent realistic steps, together with the exchange of experience and relevant personnel 

will enable the participating institutions to build up relevant capacities. 

131

132 



The project will exploit synergies between small and medium-sized Eastern and Western European cities 

and link strengths and experiences by bringing relevant partners closer to each other – partners such as 

cities, municipalities, transport SMEs, research companies and universities, as well as regional development 

agencies. 

TRANSPOWER will produce concrete policy recommendations opening new perspectives for a futureoriented, 

sustainable development in the fi eld of urban transport by supervising European cities in the 

implementation of urban transport projects. The project will help to coordinate the transport activities of the 

partner cities and municipalities under the umbrella of sustainable transport aims. 

Results 

An advisory board will provide an external review of the quality of the project’s processes and deliverables. 

During the project a website will be established, in order to facilitate the exchange of information between 

the partners and with transport experts. It is also intended that city profi les will be published as a result of the 

project for dissemination to policy-makers. 

The project will help to overcome diff erences by the exchange of experiences and the defi nition of 

requirements. It is expected to help establish standards in the connection of hardware from diff erent suppliers 

by providing defi nitions of standard interfaces and information, such as OCIT (open communication interface 

for traffi c devices). 

TRANSPOWER will contribute to the aforementioned priorities, as far as urban transport is concerned. It will 

empower the cities to fi nd those solutions which best match their needs, foster the pan-European discussion, 

and exchange and enlarge the European transport community. 

City of Graz 

Biodiesel bus in Graz, Austria Cycle path in Groningen 

City of Groningen

Acronym: TRANSPOWER 

Name of proposal: Supervised Implementation of Sustainable Urban Transport Concepts 







Sector: Multi 





Coordinator: Ms Erdmann Julia 

Deutsche Gesellschaft für Technische Zusammenarbeit GmbH 

at the BMF 

Post Box 


E-mail: 

DE 11016 Berlin 

julia.erdmann@gtz.de 

Tel: +49 (0)30 2242 2641 

Fax: +49 (0)30 2242 4939 

Partners: Ernst Basler + Partner GmbH DE 


Forschungsgesellschaft Mobilitaet gemeinnützige GmbH FGM-AMOR 

Austrian Mobility Research AT 

European Academy of the Urban Environment DE 

ANEM SA (Development Company of Magnesia SA GR 

Università degli Studi dell’Aquila IT 

Provincial government of Styria, Department of spatial planning AT 

City of Niš- Department for communal aff airs, energetics and traffi c CS 

City Hall of Sibiu RO 

Primaria Municipiului Timisoara RO 

City of Görlitz DE 

City of Graz AT 

Gemeente Groningen (Municipality of Groningen) NL 

Comune dell’Aquila IT 

Municipality of Halandri GR 

133

134 



STEPS 

Scenarios for the Transport System and 

Energy Supply and their Potential Effects 

The aim of this project is to develop, compare and assess possible scenarios for 

the transport system and energy supply of the future, taking into account the state 

of the art of relevant research and such criteria as the autonomy and security of 

energy supplies, effects on the environment and economy, and the interactions 

between transport and land use. 

Background 

The future framework of the transport system is intimately linked with the general energy supply of the 

future. The relatively cheap availability of petroleum oil has allowed great expansion of the transport system 

over the past hundred years. This relationship between energy supply and vehicle technology and the 

characteristics of the transport system is typifi ed by the internal combustion engines that power much of 

the transport system. 

However, circumstances are changing. There is an increasing concern about the environmental consequences 

of the fuel technology used. Just as important are the concerns over the future availability of the fuel required. 

The recurrent crises and even wars in some areas where oil and gas is produced and the instability of political 

systems in other fuel producing areas only add to this. 

Driven by these issues, a wide range of new or improved fuel technologies are being proposed and developed, 

each with its issues over the wider consequences of its adoption. 

The implications of the various futures are best considered by investigating a series of scenarios refl ecting a 

range of ‘best’ estimates of future conditions in the energy, transport, economic and social fi elds. This explains 

the background behind the STEPs project. 

Objectives 

To achieve the overall objective, STEPs has chosen a two-way approach. The consortium has come up with a 

work plan consisting of two main activity ‘lines’: 

• coordination activities (cluster meetings, dissemination, publications, etc.) 

• supporting research activities (scenario development, evaluation and assessment). 

These two lines of activities are closely related and constantly infl uencing each other. In all phases of the 

project, the interlinking of the two paths will ensure a fruitful cross-fertilisation. Moreover, the chosen 

approach off ers a benefi t to a project plan that is strictly confi ned to one of the two activities (research and 

coordination/dissemination). 

To achieve the projects goals, a well-balanced consortium of renowned research institutes, experienced in 

the fi elds of scenario-building and modelling, transport research and energy has been composed. Together 

with external experts, representatives of governments and other relevant authorities, market parties, and 

transport and energy organisations, this consortium will make the possible consequences of transport 

systems and energy supplies of the future for the implementation of transport innovations, or the lack 

thereof, clear. 


The project started with mapping the state of the art and a description of relevant trends in transport and 

energy supply systems. With these outcomes, a basic set of scenarios was compiled. Two main variables


marked the scenario framework. The fi rst was fuel price increases, which are directly related to energy scarcity. 

In the coming decades the fuel price increase may be as generally accepted as in current times, or energy 

may be subject to a greater scarcity (so pointing to a faster increase in the fuel price). The second variable is 

represented by the policies that various authorities deploy in response. This can be either ‘business as usual’ 

(not specifi cally meant to target transport systems and their energy supply) or there can be more targeted 

policies, (technology investment or use of more stringent demand management). 

The scenarios were simulated with existing integrated land use – transport models, both on the European 

scale and on the regional scale (Edinburgh, Dortmund, Helsinki and Brussels with their surrounding regions, 

and the South Tyrol in Northern Italy). 

The prognosis year was typically 2030 (in some cases 2020) and the outcomes were described in an extensive 

overview of their impacts. The modelling exercise provided indications about the development of several 

variables (transport demand, economy, energy consumption, emissions, etc.) over the period 2005-2020 or 

2030 under the diff erent scenarios. 

Results 

For details of the deliverables, please see the STEPs website: www.steps-eu.com 

D1 State-of-the-art 

D2 Overview of relevant trends and translation into parameters 

D3.1 Framework of the scenarios and description of the themes 

D3.3 A bee with a view – essay 

D4.1 Modelling suite for scenarios simulations 

D4.2 Scenario impacts 

D5.1 Methodology for the assessment of transport and energy supply scenarios – database requirements 

D5.2 Assessment and comparison of scenarios 

D6 Conclusions, recommendations and need for further research 

D8.1 Report on the fi rst Cluster Meeting, Budapest, 25 November 2004 

D8.2 Report of the second Cluster Meeting, Krakow, 29 May 2005 

D8.3 Report on the third Cluster Meeting, Gothenburg, 15 June 2006 

Furthermore, an integral fi nal report was published: 

Monzón A. and Nuijten A. (editors): ‘Transport strategies under the scarcity of energy supply’. Buck Consultants 

International, Den Haag/Nijmegen/Brussels, ISBN-10: 90-9020880-1 and ISBN-13: 978-90-9020880-0, 2006. 

Keywords: Transport, energy, land use, technology, policies, scenarios 

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The STEPs consortium 

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Acronym: STEPS 

Name of proposal: Scenarios for the Transport System and Energy Supply and their Potential Eff ects 









Sector: Multi 





Website: http://www.steps-eu.com 

Coordinator: Mr Adriaan Nuijten 

Buck Consultants International 

PO Box 11718 

E-mail: 

NL 2502 AS The Hague 

Adriaan.nuijten@bciglobal.com 

Tel: +31 (0)703352227 

Fax: +31 (0)703352228 

Partners: Research Centre of the Athens University of Economics and Business GR 


European Commission - Joint Research Centre - Institute for Prospective 

Technological Studies ES 

Katholieke Universiteit Leuven Research & Development BE 

WSP group / LT Consultants Ltd. FI 

SenterNovem NL 

Spiekermann & Wegener, Stadt- und Regionalforschung (S&W) DE 

STRATEC S.A. BE 

TIS.pt, Consultores em Transportes, Inovação e Sistemas, SA PT 

TRL Limited UK 

TRT TRASPORTI E TERRITORIO SRL IT 

Transport and Travel Research Ltd UK 

Universidad Politécnica de Madrid ES

TRIAS 

Sustainability Impact Assessment 

of Strategies Integrating Transport, 

Technology and Energy Scenarios 

Both transport and energy systems contribute to an ever-increasing quality of human 

life. On the other hand, adverse environmental impacts and insecurity of fossil 

energy sources and supplies constitute major risks for sustainable development. 

TRIAS develops and assesses integrated scenarios to adapt the transport-energy 

system to make it more sustainable in the future. 

Background 

Mobility becomes more and more important in today’s life. This is refl ected by European citizens continuously 

increasing their travel demand or by the employment opportunities generated by transport, for example the 

7.5 million people employed in the transport service sector of the EU-25. The downside of this development 

becomes obvious when looking at the growing proportion of transport emissions against total human 

greenhouse gas emissions, which is almost 30% today, and the almost total dependence of transport on 

fossil fuels as an energy source. 

Given this current framework, the requirement for changes in the transport system becomes obvious. Both 

behavioural and technological changes will be necessary to alter the harmful trends and make transport 

sustainable, delivering support to social development and providing fairness, economic growth and 

environmental stability. 

A major step in making the transport system more sustainable would be a shift towards alternative fuels like 

biofuels or hydrogen generated from various sources. This requires a symbiotic transition of the transportenergy 

system towards the supply and use of such alternative fuels. Scenarios for such a matched transition 

process are developed and assessed by the TRIAS project. The focus of TRIAS is then to provide an integrated 

and quantitative assessment of the transport-energy system adaptations and their economic, social and 

environmental impacts. 

Objectives 


The strategic objectives of TRIAS are four-fold: 

1. Develop and test strategies to reduce greenhouse gas emissions and noxious emissions from transport 

based on the trilogy (‘trias’) of transport, technology and energy scenarios. In particular, the introduction 

of biofuels and hydrogen as energy carriers for transport are analysed. 

2. Base the assessment on an integrated model-based approach looking at environmental, economic and 

social impacts (sustainability impact assessment). The use of integrated models enables quantifying the 

impacts of scenarios, deriving new sustainability indicators from the quantitative model variables and 

creating consistent scenarios where all the numbers fi t together avoiding contradictions within a scenario. 

The four models applied are POLES (world-energy system), ASTRA (economy-transport-environment 

interaction), VACLAV (transport network impacts), Regio-SUSTAIN (regional environmental impacts). 

3. Provide an open fi eld for both external scenarios and scenarios developed within TRIAS, by reviewing 

the scenario literature and providing interaction with stakeholders concerning scenario design. 

4. Consider the life-cycle implications of all strategies investigated. For example, the use of biofuels 

or hydrogen has underlying restrictions on the available land to produce biomass, so that for each 

technology path tested its full life cycle has to be considered. 

137

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The TRIAS project commences with an analysis of available scenarios from existing studies. Based on this 

knowledge the TRIAS scenarios are developed and these will be analysed in a fi nal step. 

A second starting point is the development of a technology database that provides the techno-economic 

data for alternative technologies related to biofuel and hydrogen use for transport. This data is required to 

update the applied models so that they dispose of the capabilities to simulate the technology diff usion and 

transition as part of the scenarios. 

The four models, POLES, ASTRA, VACLAV and Regio-SUSTAIN, are upgraded to 

1. incorporate the new technologies 

2. extend their assessment capabilities, and 

3. provide linkages between the models. 

The models will then calculate scenarios until the year 2030, with an outlook until 2050 by POLES and 

ASTRA. 

The scenario results will be provided on a detailed level consisting of both the single indicators of the various 

models (e.g. presenting results, for either a country or region, at a sectoral level) and the aggregate indicators 

relevant to describe sustainability of the scenarios. 

Results 

The main outputs of TRIAS are the signifi cantly enhanced ability of developing and assessing scenarios of 

the future development of transport-energy systems, as well as the results of the assessment of the TRIAS 

scenarios concerning the introduction of biofuels and hydrogen into the transport-energy system. 

Further output belongs to two groups: tools and databases, and written reports. 

Tools and databases: POLES, ASTRA and Regio-SUSTAIN will enhance their capabilities to model transportenergy 

related impacts. Model linkages between POLES-ASTRA, ASTRA-VACLAV, POLES-Regio-SUSTAIN and 

VACLAV Regio-SUSTAIN will be either be improved on or newly established. A database to describe the 

techno-economic characteristics of various biofuels and hydrogen-related pathways has been set-up. 

The following written reports will be available at the end of the project: 

1. External and internal scenarios for the socio-economic and transport-energy systems 

2. Technology trajectories for transport and its energy supply 

3. TRIAS outlook for global transport and energy demand 

4. Alternative pathways for transport, technology and energy to promote sustainability in the EU 

5. Final report of the TRIAS project. 

Keywords: Transport-energy system, impact assessment, scenarios, sustainability, model integration 

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Fraunhofer ISI 

Interactions of TRIAS models 

for scenario analysis

Acronym: TRIAS 

Name of proposal: Sustainability Impact Assessment of Strategies Integrating Transport, Technology 

and Energy Scenarios 



Total cost: 1,090,348 € 






Sector: Multi 





Website: http://www.isi.fhg.de/TRIAS/ 

Coordinator: Dr Schade Wolfgang 

Fraunhofer Institut für System- und Innovationsforschung (ISI) 

Unit Nachhaltiges Wirtschaften und Infrastrukturen 

Breslauer Strasse 48 


E-mail: 

DE 76139 Karlsruhe 

w.schade@isi.fraunhofer.de 

Tel: +49 (0)721 6809 353 

Fax: +49 (0)721 6809 135 

Partners: IWW - Universitaet Karlsruhe (TH) DE 

TRT - Trasporti e Territorio Srl IT 

IPTS - European Commission Joint Research Centre ES 

139

Advanced Design 

and Production Techniques

142 


AUTOSIM 

Development of Best Practices 

and Identifi cation of Breakthrough 

Technologies in Automotive Engineering 

Simulation 

The project will bring together major players from the automotive industry across 

Europe. They will discuss, debate and document various aspects related to the 

effective use of engineering simulation techniques such as fi nite element analysis, 

computational fl uid dynamics and multi body simulation. 

Background 

Major organisations in the European automotive industry have seen substantial benefi t from the integration 

of modelling and simulation into their design process. Today, there is a need for more widespread adoption 

of engineering simulation throughout the supply chain. At the same time, technology is being developed 

that off ers the potential to reach a new generation of advanced applications. 

A number of key issues are currently holding these developments back, including: 

• a shortage of suffi ciently skilled personnel and ineffi ciencies in their use 

• smaller organisations not being ready or able to deploy the technology 

• limits to the confi dence placed on the reliability of analytical results 

• suppliers using diff erent procedures when supplying to diff erent companies 

• researchers needing a coordinated industrial view on priorities for the development of breakthrough 

technologies. 

AUTOSIM will establish an international team of leading experts representing much of the European 

automotive industry. They will develop a preliminary set of best practice guidelines, standard analytical 

procedures and research strategies. They will then consult with the wider automotive industry to gain 

feedback on the preliminary documents and establish credibility on the fi nal documents. 

Objectives 

The broad objectives of AUTOSIM are: 

• to improve the quality and robustness of modelling and simulation in the European automotive 

industry within an integrated design and product development environment 

• to facilitate the use of advanced simulation technologies (fi nite element analysis, computational fl uid 

dynamics and related methods) within a multi-site, multi-organisational environment 

• to improve technology and knowledge transfer between engineering practitioners within the 

automotive industry 

• to identify potential breakthrough technologies which could have a profound eff ect on the use of 

simulation techniques for automotive applications 

• to identify technology gaps and areas where RTD activity is needed.



The detailed objectives are: 

1. to assemble and collate information which is focused on current practices in the application of modelling 

and simulation technology in the European automotive industry 

2. to defi ne best practices and standard procedures for the use of modelling and simulation 

3. to identify barriers between current practices and best practices 

4. to issue guidelines to help overcome the barriers 

5. to ascertain areas in which breakthrough technologies could be of greatest use and prioritise their 

importance 

6. to establish the current state of the art and its readiness to become state of practice 

7. to promote RTD projects to address identifi ed requirements 

8. to actively and widely disseminate information about all the aspects listed above within the European 

automotive industry. 


AUTOSIM will form a new network of experts that will act as a working group to directly confront the industrial 

and technical issues briefl y aired above. Members of the working group will all be leading individuals in 

their fi eld, drawn from a selection of organisations representing many sectors of the European automotive 

industry, highly respected research institutions and technology providers. 

This project will collate the best available knowledge and distil it into a series of preliminary reports. To ensure 

that the work is representative of the needs and views of all of the European automotive industry, a process 

of wide consultation will be incorporated into the project, providing a vehicle whereby all aspects of the work 

can be thoroughly discussed and the relevant issues debated. 

Through a series of technical workshops, the preliminary reports will be revisited and critically reviewed in the 

light of feedback obtained during the consultation process. A series of fi nal reports will then be developed 

which will be actively disseminated to users of simulation technology in the European automotive industry 

at large. Material will be made available in a variety of formats according to need and subject area. Examples 

include state-of-the-art reviews (STARs), best practice guides (BPGs) and requirements for RTD. 

Results 

This coordination action will deliver standard procedures for performing analysis. The impact of this will be 

to: 

a. increase the effi ciency of teams of engineers who are currently performing analysis 

b. broaden the range of personnel who can make eff ective use of simulation technology, thereby helping 

to overcome future shortages of skilled personnel 

c. improve the effi ciency of companies within the automotive supply chain. Instead of being required to 

work with a number of diff erent procedures when supplying to diff erent companies, they will be able to 

adopt one common set of procedures. 

It will also provide a series of best practice guidelines. The adoption of these guidelines will lead to: 

a. an increase in the quality and robustness of the use of engineering simulation 

b. improved confi dence in analytical results. 

The consequence of this will be an increase in the effi ciency of the companies which adopt these best 

practices. 

It will identify breakthrough technologies, which will be of maximum benefi t to industry. This will allow: 

a. the coordination of RTD activities to focus on the areas which will be of most benefi t to industry 

b. industry leaders to plan their implementation strategies for future simulation capabilities. 

Through all of these, the project will strengthen the competitiveness of the European automotive industry. 

Keywords: Finite element analysis, computational fl uid dynamics, engineering simulation 

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144 


Acronym: AUTOSIM 

Name of proposal: Development of Best Practices and Identifi cation of Breakthrough Technologies 

in Automotive Engineering Simulation 









Sector: Road 

Objective: Advanced Design and Production Techniques 

Research domain: Integration and standardisation of enhanced product development tools 


Website: http://www.autosim.org 

Coordinator: Mr Morris Timothy 

NAFEMS Ltd 

Nasmyth Building, Scottish Enterprise Technology Park 

UK G75 0QR East Kilbride 

E-mail: timothy.morris@nafems.org 

Tel: +44 (0)1355 225688 

Fax: +44 (0)1355 249142 

Partners: Adam Opel AG DE 

Herbertus ES 

Engin Soft Trading IT 

Fundación LABEIN ES 

COMAU spa – BU Engineering - UTS IT 

AVL UK Ltd UK 

ABAQUS Europe BV NL 

Consiglio Nazionale delle Ricerche IT 

CAD-FEM GmbH DE 

Österreichisches Forschungs- und Prüfzentrum Arsenal Ges.m.b.H. AT 


Easi Engineering GmbH DE 

Cork Institute of Technology IE 


TUN ABDUL RAZAK RESEARCH CENTRE UK 

MSC.Software.GmbH DE 

MECAS ESI s.r.o. CZ 

AF MICADO FR 

Pankl Suspension and Transmission Systems AT 

Dynamore GmbH DE 

LMS International NV BE 

Componenta Pistons Ltd FI 

INPROSIM GmbH DE 

University of Manchester UK 

Computational Dynamics Limited UK 

PSA Peugeot Citroen FR 

CAEvolution DE 

TWT DE 

VIF AT 

P+Z DE 

Volvo SE



HTA 

An Alliance to Enhance the Maritime 

Testing Infrastructure in the EU 

The Hydro-Testing Alliance (HTA) will is an initiative that develops a formal and 

lasting structure to within the fi eld of marine testing to coordinate the defi nition 

and introduction of novel measurement, observation and analysis technologies 

within hydrodynamic model testing environments. Coordination of development, the 

sharing of advanced equipment and dissemination of knowledge and guidelines will 

achieve a more integrated and effi cient use of marine testing research capacities 

within Europe. 

Background 

The alliance is built on the needs arising from industrial and scientifi c demands. The marine industry demands 

trustworthy and cost-eff ective results. As such, the initiators of HTA have constructed a network that follow 

a bottom-up process which matches these needs in order to meet the excellent European research needs 

for industry and the scientifi c community. HTA holds a core of 12 major European hydrodynamic research 

centers that have a prooven records in instrumentation and measurement system development. In additon 

7 Universities that excel within the related technologies will develop jointly. 

HTA has a practical objective to optimise the: 

• impact on its researchers 

• support from a largely market-driven marine testing environment. 

Signifi cant activities within HTA are structured around joint research programmes. These programmes are 

formed with between four and nine core members together with related university expertise to focus on 

structures that will enable the joint development of a given new technology. 

Objectives 

The objective of HTA is to facilitate lasting alliances between its key actors in order to to establish an eff ective 

and fl exible infrastructure of EU marine testing research capacity. This will be catalysed through cooperations 

that contribute towards competitiveness and excellence in the marine industry, and ensure a continued 

world leadership of the European hydrodynamic testing. 


HTA has defi ned a number of work packages (WP). Besides the coordination, HTA includes a ‘vertical’ Work 

Package comprising joint research programmes and three ‘horizontal’ Work programmes addressing broader 

integration issues. 

The joint research programmes leading towards closer integration are: 

• PIV operation in hydrodynamic experimental facilities 

• Flow data analysis and visualisation 

• 3D wave fi eld measurements 

• POD/dynamic forces 

• Wireless data transmission 

• High-speed video recording and analysis 

145

146 


• Intelligent materials and production methods 

• Wetted surface 

• Free-running model technologies 

The horizontal activities are work packages to establish: 

• Measurement policies for hydrodynamic and structural testing 

• Knowledge management and communication 

• Training and dissemination 

Amongst the Network, the co-operation to develop novel measurement technology will create a need to 

share these results. The Networks legal structures enable this and it is expected that this will lead to more 

excellent expertise and more effi cient use of advanced equipment amongst the partners. 

Results 

The results from the NoE will be: 

• Lasting confi dence between alliance members towards joint measurement R&D policys 

• Lasting co-operation and coordinated research driven advances in technology. 

• Strengthened competitive advantage for the EU against foreighn competition. 

• A lasting network of excellence in skills and performance 

• The faster availability of novel measurement and testing technologies towards on the marine market.

Acronym: HTA 

Name of proposal: An Alliance to Enhance the Maritime Testing Infrastructure in the EU 



Total cost: 7,440,000 € 








Coordinator: Mr Aalbers Albert 

Maritime Research Institute Netherlands 

Haagsteeg 2 



E-mail: 

NL 6700 AA Wageningen 

a.b.aalbers@marin.nl 

Tel: +31 (0)317 493 352 

Fax: +31 (0)317 493 245 

Partners: SIREHNA FR 

Hamburgische Schiff bau-Versuchsanstalt GmbH DE 

SSPA Sweden AB SE 

Bassin d essais des carenes FR 

Centrum Techniki Okrętowej S.A. - Ship Design and Research Centre S.A. PL 

Development Centre for Ship Technology and Transport Systems DE 

FORCE Technology DK 

Istituto Nazionale per Studi ed Esperienze di Architettura Navale IT 

Norwegian Marine Technology Research Institute NO 

QinetiQ Ltd UK 


University of Newcastle upon Tyne UK 


Norwegian University of Science and Technology NO 

Delft University of Technology NL 

Universiteit Twente NL 

Centre National de la Recherche Scientifi que - Délégation Normandie FR 

Università degli Studi di Roma IT 

147

148 


InterSHIP 

Integrated Collaborative Design and 

Production of Cruise Vessels, Passenger 

Ships and RoPax 

The project aims at increasing the competitiveness of EU shipbuilders with better 

integrating tools and methods for the design and manufacturing of complex oneof-a-kind 

vessels. InterSHIP will enable shipyard engineers to consider leadingedge 

knowledge in environmental aspects, safety, comfort and cost effi ciency in 

simultaneous engineering, thus making sure that optimum solutions can be obtained 

for the total life cycle of complex ships. 

Background 

Several problems characterise the shipbuilding sector: 

The working environment in shipbuilding is not fully integrated as far as the entire process chain is concerned, 

neither vertically, i.e. among the various shipbuilding actors: shipyards, suppliers, owner, and classifi cation 

societies, nor horizontally, i.e. in the various phases from early design to the ship delivery. 

Although 80% of the building costs of a ship are defi ned in the fi rst design stages, the tools in the shipyards 

are not suffi cient to estimate the cost reliably and to support the design for ease of production. Also, the tools 

used for an eff ective acquisition, storage and exploitation of knowledge under the conditions of short lead 

time, integration of an extreme high number of products and technologies, and one-of-a-kind production 

are currently not suffi cient. 

The increasing size of the passenger ships, together with strict safety requirements for intact and damage 

stability, requires thinner materials than before, complicating the hull production process (e.g. by additional 

shrinkages). While modularisation has increased in other industrial sectors, ships are still constructed in a 

traditional way with much outfi tting work done onboard the ship. 

Commissioning, procurement and logistics bear considerable potentials, not yet exploited, for a reduction of 

idle time in the process chain, as well as for reduced capital cost and an effi cient exploitation of resources. 

Objectives 

The strategic objectives that are addressed by the technical cluster of subprojects are: 

• signifi cantly increasing the competitiveness of European cruise and ferry shipbuilders 

• development of better products, considering the entire life cycle of complex ships 

• drastic reduction of building and development cost as well as time-to-market of innovative solutions. 


InterSHIP is composed of 26 diff erent subprojects, grouped together in six integrated clusters. 

1. Integrated Collaborative Working Environment: concepts and tools are studied and developed for an 

enhanced integration among the main partners of the shipbuilding value chain, improving the effi ciency 

and reliability of the document transmission between the actors. ‘Early design methods’ are developed 

in order to increase the level of information and details, relevant to the product, in the concept design 

phase.

2. First Principle Design Methods and Tools: conceptual design methods based on the innovative riskbased 

approach are studied to identify their feasibility and fi nd out a possible way of implementation. 

Improved methods and tools identify and quantify the main cost drivers in the fi rst phases of the 

shipbuilding design. 

3. Knowledge Management and improved Quality Assurance: improved knowledge concepts and tools 

are developed to acquire, structure, retain and exploit knowledge relevant to the complex vessels 

building process. ‘Total quality management’ concepts and tools are studied to assure that best practice 

is used all over the process chain. 

4. Advanced Hull Manufacturing Processes: advanced manufacturing techniques and tools are studied 

and developed, including concepts and tools to keep the deformation of steel parts under control 

during processing, the validation and adoption of advanced welding techniques and technologies, as 

well as the enhanced automation in the fi tting and welding operations. 

5. Modularisation and Automation of Pre-outfi tting and Outfi tting Work: particular focus is given to the 

study of concepts and modular solutions for the machinery and auxiliary equipment, accommodation 

and public spaces. The innovative solutions aim to eff ectively transfer complicated and congested work 

operations that are at the moment performed on board to the workshop, thus improving effi ciency. 

6. Logistics and e-Procurement: the development of a unifi ed e-procurement system aims to improve and 

simplify the communications, shortening the procurement cycle timing. Improved yard logistics and 

production planning are studied for a more effi cient exploitation of the resources, a reduction of the 

storage period of components and saving of storage areas and transport means usage. Onboard data 

transmission is studied in order to eff ectively reduce the number of cables for low voltage networks 

deployed onboard. 

Horizontal actions cross the six clusters foster themes such as safety, environment, innovation and 

implementation of the results. The results will be disseminated inside the European shipbuilding 

community. 

Results 

The major expected results are: 

An integrated collaborative working environment characterised by a new innovative web portal for external 

collaboration. 

A tool for the early design process, suitable for the ship space management. 

First principle design methods and tools such as: 

• rules to CAD for quick generation of production information 

• cost-estimation tools for hull production 

• tools for shell plate optimisation 

• simulation tools for space management and production lines 

• concepts for risk-based design of commercial ships. 

Knowledge management PDM tools. 

Overall accuracy concepts/tools for hull production, including shrinkage management, laser-hybrid welding, 

and a fully automatic hull parts building area. 

Concepts and solutions for increased modularisation in shipbuilding–the ‘Euromodules’. 

Application of mobile units and data networks for an improved yard logistics. 

Shipbuilding e-trading and e-procurement systems. 

Keywords: Shipbuilding, process, innovation 



149

150 


Acronym: InterSHIP 

Name of proposal: Integrated Collaborative Design and Production of Cruise Vessels, 

Passenger Ships and RoPax 



Total cost: 38,644,280 € 









Website: 


http://www.intership-ip.com 

Coordinator: Mr Airaksinen Kari 

Aker Yards Oy 

PO Box 132 

E-mail: 

FI 00151 Helsinki 

kari.airaksinen@akeryards.com 

Tel: +358 (0)10 670 2320 

Fax: +358 (0)10 670 2725 

Partners: Aker Yards S.A. FR 

Fincantieri S.p.A. IT 

Meyer Werft DE 

Navantia S.A. ES 

Flensburger Schiff bau Gesellschaft mbH & Co. KG DE 

Estaleiros Navais de Viana do Castelo, S.A. PT

MARSTRUCT 

Network of Excelence on Marine 

Structures 

The objective of the network, which has a duration of fi ve years, is to improve 

the comfort, effectiveness, safety, reliability and environmental behaviour of 

ship structures. This objective will be achieved by strengthening the European 

competitiveness aiming at a permanent organisation of a type of virtual institute, 

which will ensure the integration of the various European groups in a European 

centre of competence for the structural analysis of ships with improved safety, 

environmental behaviour and comfort. 

Background 

To improve the sustainability of Europe’s transportation systems, the increased use of waterborne vehicles 

will be particularly important in transferring freight movement from roads and passenger movement from 

land-based and air transportation systems. 

The safety and reliability of ships is much lower than that of land-based structures or aeroplanes, and this 

needs to be improved for the safety of passengers and crews, and to gain the confi dence of companies 

relying on transporting their goods by ship. However, increases in safety need to be carefully justifi ed; 

otherwise they will not be accepted. 

Europe is leading the world in the building of large cruise ships. Europe is also head-to-head in competition 

in high-speed craft design and building with the non-EU industry, especially from Australia and the Far East. 

Therefore, passenger safety on board these vessels is of paramount importance for the European designers, 

builders and operators. Moreover, foreseeable accidents, where personnel or cargo are lost or delayed, will 

not encourage freight agencies to use ships in place of road transportation. It is therefore important to the 

EC strategy that ships are designed, built and operated to be reliable and safe. 

Objectives 

The overall objective is to improve the comfort, eff ectiveness, safety, reliability and environmental behaviour 

of ship structures through the application of advanced structural and reliability assessment within design, 

fabrication and operation, leading to increased public and commercial confi dence in the competitiveness 

and use of waterborne transportation. 

The objective will be achieved through a programme of jointly executed research in the area of structural 

analysis of ships, the creation of research facilities and platforms, and a continuous programme of 

dissemination and communication of research results. The way in which the programme is designed 

contributes to the mutual specialisation and complementarity through building up strengths and reducing 

weaknesses amongst the participants. 




The activities of the network will cover the diff erent areas related to advanced structural analysis such as: 

• specifi cation of the loading appropriate for the various modes of structural response and strength 

• methods and tools for the analysis, both numerically and experimentally, of the structural strength and 

performance, including aspects such as ultimate strength, fatigue, crashworthiness, fi re and explosion, 

resistance, and noise and vibration 

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152 


• infl uence of fabrication methods, and new and advanced materials on the structural strength and 

performance of ships 

• tools for design and optimisation of ship structures 

• tools and methods of structural reliability, safety and environmental protection of ships. 

Results 

The results of the work will be made available to the public through publications which can be found in the 

project website: www.mar.ist.utl.pt/marstruct 

Keywords: Ship structures, structural analysis, structural design, structural reliability



Acronym: MARSTRUCT 

Name of proposal: Network of Excelence on Marine Structures 



Total cost: 6,700,000 € 










Website: http://www.mar.ist.utl.pt/marstruct 

Coordinator: Prof. Guedes Soares Carlos 

Instituto Superior Técnico 

Av. Rovisco Pais 

PT 1049-001 Lisbon 

E-mail: guedess@mar.ist.utl.pt 

Tel: +351 (0)218 417 957 

Fax: +351 (0)218 474 015 

Partners: Universities of Glasgow and Strathclyde UK 

University of Liege BE 

Technical University of Varna BG 

Technical University of Denmark DK 


VTT Industrial Systems FI 

Kvaerner Masa-Yards FI 

Bureau Veritas FR 

Principia Marine FR 

SIREHNA FR 


TUHH-Technologie GmbH (representing the Technical University of Hamburg Harburg) DE 

Flensburger Schiff bau Gesellschaft mbH & Co KG DE 

Forschungszentrum des Deutschen Schiff baus DE 


CETENA - Centro Tecnico Navale IT 

Università di Genova - DINAV IT 

Netherlands Institute for Applied Scientifi c Research NL 

Schelde Naval Shipbuilding NL 


Det Norske Veritas AS NO 

Technical University of Szczecin PL 


Lisnave Estaleiros Navais SA PT 

Estaleiros Navais de Viana do Castelo, S.A. PT 

University ‘Dunarea de Jos’ of Galati RO 

IZAR Construcciones Navales S.A. ES 


Istanbul Technical University TR 



TWI Limited UK 

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154 


SAFEDOR 

Design, Operation and Regulation for 

Safety 

SAFEDOR will be the fi rst project to develop a risk-based maritime regulatory 

framework and tools to achieve cost-effective safety by treating it as an objective 

and not as a constraint. Novel ship designs, which cannot be approved at the 

moment but are expected to be as safe as current ships, can then be approved. 

Background 

Sustainable development, related to conservation of the environment, the welfare and safety of people, has 

been the subject of increasing concern to society during the last decades. Allocations of available natural 

and fi nancial resources are becoming progressively more focused. Therefore methods of risk and reliability 

analysis in engineering disciplines are gaining more importance as decision-support tools for railways, safety 

related electronic systems and aircraft, for example. Integration of risk and reliability analysis methods into 

the design process for ships leads to ‘risk-based ship design’, the subject of the integrated project SAFEDOR. 

Innovation in the transportation industry has to a signifi cant extent been driven by safety. As an example, 

cars with integrated crash energy dissipating elements and airbags for impact protection provide safety in 

accidents. On the other hand, ship safety has mainly been driven by individual events. Each major catastrophic 

accident has led to a new safety regulation imposed by the International Maritime Organisation (IMO) and 

the classifi cation societies. This has been the case since the Titanic accident that initiated the development of 

SOLAS convention. SAFEDOR will now introduce a risk-based design methodology and regulatory framework 

that combines risk analysis with innovation thus off ering to achieve cost-eff ective safety. 

Objectives 

Risk-based ship design and approval satisfy the European maritime industries’ need to deliver ever more 

innovative transport solutions to their customers. Risk-based ship design and approval also satisfy European 

society’s need to have increasingly safer transport. Increasing the safety of maritime transport cost-eff ectively 

is achieved by treating safety as design objective and not as a constraint, as in current ship design. Increasing 

the competitiveness of European industry is achieved by systematic innovation in design and operations, 

encouraged by modernising the maritime regulatory system towards a risk-based framework. Detailed 

objectives to meet the outlined global targets are as follows: 

• develop a risk-based and internationally accepted regulatory framework to facilitate fi rst principle 

approaches to safety 

• develop design methods and tools to assess accidental and catastrophic scenarios, accounting for the 

human element, and integrate these into a design environment 

• produce prototype designs for European safety-critical vessels and ship systems to validate the new 

methodology and document its practicability 

• improve training at universities and aptitudes of maritime industry staff to attain a greater acceptance 

of risk-based approaches 

• systematically transfer knowledge to the wider maritime community and add a stimulus to the 

development of a safety culture.


SAFEDOR will be the fi rst project attempting to develop a risk-based regulatory framework for the maritime 

industry and corresponding design tools to facilitate fi rst principle approaches to safety. Though risk-based 

design methods have been developed before, the complexity of a comprehensive system has never been 

addressed before. The following issues are addressed: 

• Proposal for a risk-based regulatory framework, for submission to the IMO, including risk acceptance 

criteria for ships, ship systems and requirements for documentation and qualifi cation 

• Four high-level formal safety assessment studies to document the current risk level for cruise ships, 

ferries, gas tankers and container ships 

• Methodology for risk-based ship design including knowledge bases of risk-reducing measures, riskcost 

models for decision-making and a prototype design platform 

• Advanced methods and tools needed for risk-based ship design to predict probabilities of fl ooding, 

structural failure, intact capsize, collision, grounding, fi re, and system failures 

• A set of eight innovative ship design studies, applying the new approach, the best two of which will be 

refi ned and preliminarily approved later 

• Innovative ship energy distribution system, bridge system and a range of life-saving systems 

• Training course for professionals and four public conferences. 

Results 



SAFEDOR will have a large impact on the maritime safety regulations of the future. The current debate at 

the IMO on goal-based standards adopted a safety-level approach and embraced risk-based methods. With 

the risk-based regulatory framework in place, innovative ship designs, which are expected to be as safe as or 

safer than current ships, can be approved which today, for some formal reason in the current rules, cannot 

be approved. 

SAFEDOR will enable the participating organisations to be among the fi rst adopters of a new approach to 

ship and ship system design which embraces safety as a design objective. Advanced methods and tools will 

be developed to predict the safety performance of the vessel and their integration into a design environment, 

suitable to explore risk-reducing measures systematically and to assess their cost-eff ectiveness, are essential 

elements for the future maritime solution provider. 

Eight innovative ship designs will demonstrate the practicability of the new risk-based approach. Two of 

these will be selected, refi ned and preliminarily approved in the second half of the project, resulting in 

ship designs that can be realised. Two novel ship systems and a range of life saving appliances will be also 

developed. Depending on market conditions at the end of SAFEDOR, some of the developed designs will be 

implemented. 

Keywords: Maritime safety, risk analysis, risk-based design, risk-based regulation 

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156 


Acronym: SAFEDOR 

Name of proposal: Design, Operation and Regulation for Safety 



Total cost: 20,473,593 € 










Website: http://www.safedor.org 

Coordinator: Dr Sames Pierre C. 

Germanischer Lloyd 

Vorsetzen 35 


E-mail: Pierre.Sames@gl-group.com 

Tel: +49 (0)40 36149113 

Fax: +49 (0)40 361497320 

Partners: Carnival plc UK 

Danish Maritime Authority DK 


NAVANTIA, SL ES 

SAM Electronics GmbH DE 

University of Strathclyde UK 


National Technical University of Athens - Ship Design Laboratory GR 


Maritime Research Institute Netherlands NL 



Safety at Sea Limited UK 

Deltamarin Ltd FI 

FINCANTIERI - Cantieri Navali Italiani S.p.A. IT 

Alpha Ship Design DK 

Flensburger Schiff bau-Gesellschaft mbH & Co. KG DE 

Lund, Mohr & Giaever-Enger Marin AS NO 

Aker MTW Werft GmbH DE 

GKSS Forschungszentrum Geesthacht GmbH DE 

Maritime Simulation Rotterdam b.v. NL 

ANSYS Europe Ltd UK 

DFDS A/S DK 

RFD Beaufort Limited IE 

Umoe Schat Harding AS NO 

Martec S. p. A. IT 

ITI Gesellschaft für ingenieurtechnische Informationsverarbeitung mbH DE 

University of Hull UK 

British Maritime Technology Ltd UK 

Color Line Marine AS NO 

Peter Döhle Schiff fahrts-KG DE 

Centro per gli Studi di Tecnica Navale IT 

AVEVA AB SE 

Leif Höegh & Co. ASA NO 

Columbus Shipmamagement GmbH DE 

Harland & Wolff Heavy Industries Ltd UK 

Stena Rederi AB SE 

BRODRENE AA AS NO 

FiReCo AS NO 

Snecma Moteurs FR 

Napa Ltd FI 

NAVALIMPIANTI S.p.A. IT 

Fr. Fassmer GmbH & Co. KG DE 


RINA SPA IT 

RCL (UK) UK 

SIREHNA FR 

ASME GR 

FRESTI - Sociedade de Formação e Gestão de Navios, Lda. PT 

Alstom Chantiers de l`Atlantique FR 

Meyer Werft - Jos. L. Meyer GmbH DE 

V. Ships Consulting UK

VIRTUE 

The Virtual Tank Utility in Europe 

VIRTUE is an Integrated Project proposal in response to the call on virtual environment 

for an integrated fl uid dynamic analysis in ship design. It constitutes an EU-wide 

initiative of leading marine CFD players to create a virtual basin by integrating 

advanced numerical fl uid analysis tools to tackle multi-criteria hydrodynamic 

performance optimisation of ships in a comprehensive and holistic approach. It will 

aim to complement model testing in real basins and thus substantially enhance the 

provision of current services to the marine industry and to nurture development of 

innovative design techniques and concepts. 

Background 

Computational Fluid Dynamics (CFD) is becoming an increasingly important tool for analysing fl ows around 

ships and propulsors. CFD methods allow a better understanding of the fl ow phenomena around the hull, give 

physical insight in the fl ow characteristics and so can provide the background for design integration. Today’s 

methods do, however, lack a fi nal accuracy to match results obtained in experiments. The combination of 

improved accuracy applied in integrated design optimisation is the key to future ship design. 

Facing an increased demand for seagoing freight and passenger transportation, the European shipbuilding 

and shipping industry will heavily rely on improved ships and ship design analysis tools. This project 

addresses particular aspects such as the improvement of performance, effi ciency, safety and environmental 

friendliness. All of these are, to a large extent, infl uenced by the hydrodynamic behaviour of a vessel and will 

be addressed in VIRTUE’s diff erent work packages. 

Objectives 



VIRTUE will initially concentrate on the development of new, and the further improvement of existing, highprecision 

CFD tools, which will allow an integrated and complete numerical analysis of marine hydrodynamic 

behaviour in a virtual environment, the virtual tank utility. By improving the accuracy, fl exibility and reliability 

of CFD predictions, and by integrating presently disparate tools into an integrated platform, VIRTUE promises 

to deliver important advantages to the shipbuilding industry, including: 

• reduced manufacturing costs through shorter lead times and more focused designs 

• improved design and product quality 

• increased range and quality of service off ered by European hydrodynamics service providers and an 

increased market share in the design and analysis of maritime products 

• increased R&D capacity of the sector as a whole. 

VIRTUE’s scientifi c and technological objectives to achieve these ambitious goals include: 

- formally integrating numerical tools, using proven approaches, into an environment for complete modelling 

and simulation of ship behaviour at sea 

- providing smooth and versatile communication and data exchange link between marine CFD service 

providers, such as model basins, and the end user 

- providing the means – CFD tools, integration platform and optimisation techniques – to cover the whole 

range of hydrodynamic problems and to facilitate and support multi-disciplinary design optimisation of new 

ships. 

157

158 



Through large-scale international collaboration, bringing together the leading model basins in Europe, 

academia, software providers and marine consultants, VIRTUE will improve and integrate state-of-the-art, 

high-precision CFD tools from a number of origins in a virtual environment simulating ship behaviour at 

sea and providing an important complement to real test basins in the provision of marine hydrodynamic 

services. The project will be integrating services and CFD tools from four diff erent virtual tanks: 

• the virtual towing tank 

• the virtual sea-keeping tank 

• the virtual manoeuvring tank 

• the virtual cavitation tank/tunnel. 

• a fi fth work package, the integration platform, will provide the prerequisites for an integrated 

optimisation based on common standards for data provision and the presentation of results. 

Results 

CFD developments and improvements are progressing according to plan. No new fully operational codes 

are expected after the fi rst project year. More signifi cant demonstrations of new software are foreseen for 

the mid-term milestone of the project in Month 24. At the end of the fi rst year, a functional prototype of 

the integration platform could be presented. This should cover basic functionalities of the various software 

packages involved, e.g. CAD, CFD solvers and visualisation. The prototype will be continuously improved 

and enhanced over time so more results will become available soon. Project results are being presented in 

conferences and publications, and dedicated workshops are planned in 2007/8. News on project events is 

available from the project website. 

This coherent and all-embracing hydrodynamic analysis system will help increase the competitiveness of EU 

shipbuilding and shipping industries, and promote a truly European co-operation with strong structuring 

and integration eff ects, strengthen SMEs through involvement in leading-edge developments as a means to 

gaining and sustaining competitive advantage and leadership, and enhance quality and safety in waterborne 

transportation. 

Keywords: Computational fl uid dynamics (CFD), shipbuilding, design, integration 

Computed streamlines on a container ship hull from a free 

surface RANSE prediction 

HSVA / ZIB 2006 

RANSE prediction of the viscous fl ow around a propeller 

- visualisation of hub vortex 

HSVA / ZIB 2006



Acronym: VIRTUE 

Name of proposal: The Virtual Tank Utility in Europe 



Total cost: 17,029,890 € 









Website: 


http://www.virtual-basin.org 

Coordinator: Dr Marzi Jochen 

Hamburgische Schiff bau-Versuchsanstalt GmbH 

Bramfelder Strasse 164 

E-mail: 


marzi@hsva.de 

Tel: +49 (0)40 69203236 

Fax: +49 (0)40 69203345 

Partners: Maritime Research Institute Netherlands NL 


Principia Marine FR 


WS Atkins Consultants Ltd UK 

Technische Universität Hamburg-Harburg DE 



Ecole Centrale de Nantes FR 

BASSIN D’ESSAIS DES CARENES FR 



SIREHNA FR 



FRIENDSHIP-Systems GmbH DE 

Konrad-Zuse-Zentrum für Informationstechnik Berlin DE 

Asociacion Centro de Tecnologias de Interaccion Visual y Comunicaciones ES 

Napa Oy FI 

Principia Recherche et Developpement FR 

FLOWTECH International AB SE 


159

160 


BaWaPla 

Sustainable Ballast Water Management 

Plant 

The movement of some 3 to 12 billion tonnes of ballast water (BW) in ships 

internationally each year has been responsible for the translocation of 10 000 

aquatic species across biogeographical boundaries. The aim of this project is the 

development of a BW treatment technology (UV, fi lters and electrolysis) into a 

completely self-controlled system. 

Background 

Maritime transport is of fundamental importance to Europe and the rest of the world. Over 90% of the 

European Union’s external trade goes by sea and more than 1 billion tonnes of freight a year are loaded and 

unloaded in EU ports (European Maritime Safety Agency). The transfer of species in ballast water has been 

going on for as long as the shipping trade. The movement of some 3 to 12 billion tonnes of ballast water in 

ships internationally each year has been responsible for the settlement of about 100 million tons of sediment. 

Its cleaning and the disposal of the ballast sludge produced involve enormous costs as well as job hazards 

and time. Furthermore, as the sediment cannot be removed, the freight capacity of the ship decreases with 

time and stability problems arise. 

Besides these economic aspects, ballast water has been recognised as a major vector for the translocation 

of aquatic species across biogeographical boundaries. It is estimated that as many as 10 000 alien species 

of plants and animals are transported per day in ships around the world. As ships travel faster and world 

trade grows, organisms are better able to survive the journey, using the settled sediments as a substrate, but 

the threat of invasive species from ballast water increases. Thus with a reduction of sediment settlement in 

ballast tanks, a signifi cantly reduced danger from alien organisms can be expected. 

Objectives 

Various ballast water treatment options have been considered in the last 10 to 15 years, including biological, 

chemical, physical and mechanical treatment techniques or a variation thereof. However, common sense 

is one treatment step that is not at all suffi cient for a thoroughly sustainable cleaning of all types of ballast 

water around the world on all types of ships. 

The aim of the proposed project is the implementation of known treatment technologies (UV, fi lters and 

electrolysis) into a completely self-controlled ship’s ballast water (BW) system. A central issue of the proposed 

project is the invention of a fi nal treatment technology incorporating non-permanent, self-generated 

active substances as the BW needs to be disinfected and this is not possible with UV technology alone. 

Chemically, these may consist of ozone, chlorine, hydrogen peroxide, free oxygen and other disinfectants, 

and by producing these substances through electrolysis they need not be stored, carried and produced on 

land, thus reducing the risk of spill and other accidents. Chlorine produced directly on site by electrolysis 

represents an extremely economical alternative to other chlorine products, and without the need to store 

hazardous chemicals.



(Using advanced design tools, new products and systems generation) 

The major technical objective of this project is the development and construction of a ballast water (BW) 

treatment plant in realistic conditions on board seagoing vessels with minimal environmental eff ects and 

adhering to the International Maritime Organisation’s guidelines for ships’ ballast water and sediments. The 

project consists of seven work packages: 

Work Package 1: Technological and regulatory review 

Work Package 2: Electro-chemical technology 

Work Package 3: Development of full-scale BaWaPla system 

Work Package 4: Automation and integration of BaWaPla system 

Work Package 5: Full-scale ship installation of the BaWaPla and fi eld tests 

Work Package 6: Dissemination and exploitation 

Work Package 7: Project management 

Results 

Keywords: Ballast water, UV, fi lter, electrochemical 

161

162 


Acronym: BaWaPla 

Name of proposal: Sustainable Ballast Water Management Plant 



Total cost: 2,578,985 € 






Research domain: Application of advanced design and manufacturing techniques 


Coordinator: Ms Aslan Filiz 

Verein zur Förderung des Technologietransfers an der Hochschule Bremerhaven e. V. 

An der Karlstadt 10 

E-mail: 

DE 27568 Bremerhaven 

faslan@ttz-bremerhaven.de 

Tel: +49 (0)471 9448 714 

Fax: +49 (0)471 9448 722 

Partners: University of Newcastle upon Tyne UK 

Centro Internacional de Investigacion de los Recursos Costeros ES 



Ballast Safe Filtration Company IL 

LVPG International GmbH DE 

OptiMarin AS NO 

BALance Technology Consulting GmbH DE 

Willand UV Systems Ltd UK 


Business Corlett - Three Quays Ltd UK

GIFT 

Gas import fl oating terminal 



The project concerns the development of an offshore fl oating LNG (liquefi ed natural 

gas) storage and re-gasifi cation terminal in which a large hull is moored to the 

seabed by means of a turret mooring system that allows the terminal to move 

freely around it in accordance with the prevailing weather conditions. 

Background 

Today, the LNG industry is operating mainly inshore coastal terminals that lead to large onshore facilities, 

raising increasing safety concerns and traffi c congestion issues. 

New alternatives solutions are proposed: 

• off shore gravity base structure (GBS) terminals consist of a concrete or steel gravity structure, sitting 

directly on the seabed. It can integrate all the basic functions of an onshore LNG terminal (protected 

berth and unloading facilities, storage capacity for LNG, re-gasifi cation unit, etc.) 

• a platform-based terminal does, which does not store LNG but is just used to provide a berth for the 

carriers and to support the facilities used to refi ll the LNG and export the natural gas onshore. It does 

not off er any protection for the carrier from wave and swell, and can only be used in sheltered areas 

• converted LNG carriers: this solution uses specialised LNG carriers equipped with a turret mooring system 

that can be disconnected and a conventional HP gas swivel connected to a fl exible gas riser. The gas 

production is exported from the carrier via a PLEM (pipeline end manifold) and a sub-sea export gas line. 

The gas production is interrupted once the LNG carrier is discharged before the next one is connected. 

• FSRU (fl oating, storage, re-gasifi cation unit) with turrets, is an off shore LNG receiving terminal which 

resembles a LNG carrier permanently moored at a given location. The mooring system is similar to the 

ones used for mooring FPSOs (fl oating production storage and off -loading). The concepts can move 

freely around a single point mooring system. The LNG carriers unload the LNG onto the FSRU using 

two techniques: side by side (in a benign environment), or in a tandem arrangement (the LNG export 

hose still has a technological gap). 

Objectives 

The objective of the project is to prove the feasibility of the concept and to increase knowledge on a specifi c 

innovative design of the LNG import terminal. 

The hull and moorings are to be designed so that transverse thrusters are able to rotate the hull so that it is 

held almost transversely in the direction of the prevailing seas. In this way the hull acts like a breakwater and 

creates a calmer area in its lee in which the LNG carrier berths, discharges and unmoors safely. 

When a LNG carrier is not alongside, the terminal moves freely, thus minimising the loads acting on the 

terminal and its mooring system in all weathers. 

Therefore the challenge and the technological objectives of the GIFT project are to design a terminal, which: 

• can berth the LNG carriers side-by-side in an extended range of weather conditions 

• reduces relative movements of the terminal and the LNG-carrier so that the offl oading operations 

are close to those traditionally used in sheltered coastal terminals, allowing for the existing cryogenic 

loading arm design to be used 

• is located at some distance off the coast in order to achieve safe, environmentally friendly, fast and 

effi cient offl oading operations, and to avoid traffi c congestion and to respond eff ectively to safety 

concerns presently raised by the approach of increasing traffi c of LNG-carriers to shore 

• is cost-eff ective, constructed and delivered in a shorter time than inshore terminals. 

163

164 



The programme of work has the following objectives: 

• To defi ne the position of concept with respect to other alternatives and to understand its value and 

attractions to the end customer. Potential end users of LNG terminals are attending design review 

meetings from the beginning of the project. Their contribution is of paramount importance, since they 

will give input, opinion and criticism throughout the design process. They have participated in the 

defi nition of the design criteria and functional specifi cations. 

• To carry out the necessary design work to validate the perceived advantages of the concept as outlined 

above. 

• To validate the design work by both hydrodynamic testing and by computer analyses. 

• To examine the structure and related systems in suffi cient detail so that the unexpected issues resulting 

from innovation are covered and resolved. 

• To identify the way in which the structure could be fabricated, assembled, installed and operated in 

order to provide a cost-eff ective alternative to existing technologies. To generate the appropriate 

outline methods and cost evaluations to allow end users to examine these proposals. 

• To take the conceptual analysis and design to a point where there is suffi cient technical and commercial 

development to allow a potential end user to have confi dence that the concept can be included in 

comparative evaluation of alternative development scenarios. 

Results 

The project methodology is based on close co-operation between the participants, and the membership of 

the consortium carrying out this work bridges the marine off shore industries and covers the range of skill and 

capabilities required without duplication. 

The project output will bring the concept from its present conceptual form to a state of maturity where it can 

be confi dently considered by oil and gas companies for their future developments. It will have gained the 

confi dence of the engineers, certifi cation authority, builders and potential owners for future presentation to 

local authorities. The planned output and deliverables will give the concept suffi cient maturity to be robust 

in evaluation by the operators and be in a state where it is suffi ciently developed to be usable in the required 

time-scale. 

Keywords: Berthing, fl oating, LNG, LNG terminal, mooring, side by side, thrusters, turret, unloading -

Acronym: GIFT 

Name of proposal: Gas import fl oating terminal 



Total cost: 3,179,989 € 










Coordinator: Mr Messager Jean-Claude 

DORIS ENGINEERING 

58A, rue du Dessous des Berges 



E-mail: 

FR 75013 Paris 

messager.jc@doriseng.com 

Tel: +33 (0)1 44 06 10 00 

Fax: +33 (0)1 45 70 87 38 

Partners: Alstom Chantiers de l’Atlantique FR 

DET NORSKE VERITAS NO 

London Marine Consultants Limited UK 

National Technical University of Athens-Ship Design Laboratory GR 

165

166 


HANDLING WAVES 

Decision-Support System for Ship 

Operation in Rough Weather 

The aim of the project is to develop a decision-support system that will help 

shipmasters to deal with their ships’ performance in waves, improving the 

operational factors connected to operability and availability. 

Background 

The shipmaster’s ability to optimise a ship’s performance at sea is connected with his capability to select the 

best operational conduct, taking into account the following: 

• the weather routing: the ability to choose a route that is an optimal choice along the length of the 

route and the roughness of the seas 

• ship handling: the ability of the shipmaster to optimally conduct the ship in heavy sea states, 

maintaining the required ship speed, and thus keeping the foreseen delivery schedule, while reducing 

the likelihood of incurring structural damage 

• cargo loading conditions: the precise knowledge, available in real time to the master, of the amount of 

cargo stored in each hold, the wave-induced dynamic loads induced on the ship structures and on the 

cargo supporting equipment 

• hull strength: the ability of the shipmaster to assess the actual hull strength, taking into account the 

condition of corrosion and fatigue of the main hull elements in order to judge the ship’s vulnerability 

to high loads induced by heavy weather. 

Some recent research projects have addressed the present topic based on using the state-of-the-art 

wave estimating technology, resulting in the wave spectra from the analysis of the image of navigation 

X-band radars, but this is an expensive solution. 

Objectives 

The objective of the project is to develop an onboard decision-support system for tactical decisions of 

ship handling in waves, which enables the master to improve the ship performance while minimizing the 

likelihood of structural damage. Besides monitoring the actual ship responses in real time, the system will 

predict the near-term motions and structural loads due both to weather changes and to possible changes in 

course and speed by the shipmaster. It is a system for tactical decisions of ship handling covering particular 

situations of rough weather. The innovation compared to existing systems lies in the prediction capability, 

which will be based on various computational methods. 

The project will be based on a new consortium, benefi ting from previous projects within navigation and 

seaworthiness, and aiming towards creating a decision-support tool for passenger comfort on ships. 


Scientifi c objectives: 

Objective 1: development of the theoretical background necessary to properly forecast the occurrence and 

eff ects on ship structures of abnormally severe waves. 

Objective 2: development of a methodology allowing the assessment of the severity of the sea state from 

the measured ship motions, thus avoiding the use of radar-based monitoring systems, which are costly and 

operationally demanding to use.

Objective 3: development of a model, here named ‘ship response model’, which automatically carries out 

all the required analyses and provides, in real time, the information necessary for optimal ship handling in 

heavy weather. 

Objective 4: development of a representation of the ship’s current structural conditions that is simple and 

synthetic enough to be of real and concrete support to the shipmaster’s decisions. 

Technical objectives: 

Objective 5: development of monitoring devices able to measure accurately the motions of the ship. 

Objective 6: development of a decision-support system integrating the various elements required for 

optimal ship handling in heavy weather and proof of concept through a full size operational system 

operating at sea. 

Results 



The decision-support system to be developed in the project will have a positive impact on the competitiveness 

of EU industry and maritime transport effi ciency. In fact the system will be conceived for installation on both 

new constructions and existing ships, thus addressing the competitiveness of both the EU ship manufacturing 

sector (new ships) and the EU maritime transport operators (existing ships). 

Regarding the manufacturing sector, equipping a new ship with the decision-support system would improve 

its performance in terms of perspective operability. This would give a competitive advantage to the EU 

maritime manufacturing industry for both shipyards and equipment manufacturers. 

A not-trivial percentage of ship accidents at sea are due to rough weather, which result in commercially 

adverse eff ects such as: delayed schedule, damages to cargo and/or passengers and the need for repair. 

Reducing the occurrence of these accidents would result in an increase of maritime transport effi ciency. 

Keywords: waves Innovative concepts ship operations maritime handling rough weather decision 

support 

167

168 


Acronym: HANDLING WAVES 

Name of proposal: Decision-Support System for Ship Operation in Rough Weather 



Total cost: 3,037,898 € 







Website: 


http://www.mar.ist.utl.pt/handlingwaves 

Coordinator: Dr Dogliani Mario 

RINA S.p.A. 

Via Corsica 12 

E-mail: 


mario.dogliani@rina.org 

Tel: +39 010 5385 393 

Fax: +39 010 5351 485 

Partners: Instituto Superior Técnico PT 

RODRIQUEZ CANTIERI NAVALI IT 

Technical University of Varna BG 

Technische Universität Berlin DE 


PORTLINE - Transportes Marítimos Internacionais, S.A. PT 

Navigation Maritime Bulgare plc BG 

GRUPPO GRIMALDI NAPOLI IT 

St Petersburg State University RU

IMPROVE 

Design of Improved and Competitive 

Products using an Integrated Decisionsupport 

System for Ship Production and 

Operation 

The principal objective of the IMPROVE project is to develop three new generations 

of ships in an integrated multiple criteria decision-making environment. This will use 

advanced design synthesis and analysis techniques at the earliest stage of the design 

process, which innovatively considers structure, production, operational aspects, 

performance and safety criteria on a concurrent basis. 

Background 

European ship building has achieved an important market share through its ability to innovate. This is achieved 

both through new concepts and the structural optimisation of the entire ship development cycle. Such 

optomisation has the possibility to produce smarter ships, that are better booth in terms of operation and 

cost. Improve applies this innovation to produce critical innovative improvements to three product categories. 

These are: 

1. Gas carriers (LNG) 

Europe has constructed several LNG gas carriers of between 72 000 and 140 000 m³. Several key issues are 

associated with the development of new LNG structural concept: 

• how to combine fatigue assessment reliably within the early design stage 

• Developing concepts concerning new markets for very large LNG gas carriers 

• Optimising design for production in terms of workload distribution between the diff erent workshops 

2. Large RoPax, Ropax is an increasingly important class and in the last fi ve years. This has been an important 

sector for some yards such as the Uljanik Shipyard. To be competative against strong global compettion the 

ship concept must be in line with with ship owners needs in terms of the current and future market conditons. 

3. Chemical tanker 

Basic tankers are ordered by owners for the short term. Most tankers are used for a very short time by the 

operator that orders the ship and is the resold. Such ships are constructed by low cost producers, typically 

outsde of the EU and are purchased only on the basis of short term cost. Designs on this basis are not 

relevant to integrating long-term operational and maintenance costs in the design. However concepts 

for chemical tankers that are optomised for a long operational life(>15 years) will have lower total life 

cycle costs. These are attractive concepts for ship owners, both in terms of the direct operational cost and 

higher resale values 

Objectives 



The generic objectives of the project are: 

• to develop improved generic ship designs based upon multiple criteria mathematical models (LNG gas 

carriers, chemical tankers, large RoPax) 

• to improve and apply rational models for estimation of the design characteristics in the early design phase 

• to use and reformulate basic models of multiple criteria ship design, and include them into an integrated 

decision-support system for ship production and operation. 

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In addition, there are some specifi c objectives for each new product. 

1. Gas carriers (LNG) 

• Develop a new market with the design of very large LNG gas carriers. It is important for Aker Yard to 

investigate such new products so as to be able to compete against Korean shipyards, which have already 

designed such large vessels. 

• How to perform reliable fatigue assessment at the early design stage. 

• Determine the optimum sequence of production and the workload distribution between the diff erent 

workshops. 

2. Large RoPax The arrangement of a large space without pillars requires sophisticated structure solutions. The 

benefi ts will be: 

• reduced light ship weight 

• better stability 

• smaller gross tonnage 

The challenge is to improve on the rule of structural design at an early stage of design (concept stage), fi nd 

an optimal design solution with the IMPROVE tools and continue the design process in the preliminary 

stages with a better starting point/design. 

3. Chemical tanker How to improve the earliest design steps: 

• intelligent models to assess fatigue, ultimate strength, vibrations, design and accidental loads 

• rational approach to integrate these models with the design and estimate overall life cycle savings. 


The IMPROVE RTD tasks include: 

• identifi cation of new product concepts and stakeholders’ requirements, establishing problem and model 

defi nitions (WP2) 

• identifi cation of structural load and response calculation modules (WP3) 

• assessment of production and operational aspects (WP4) 

• integration of identifi ed models from above-mentioned work packages (WP5) 

Results 

• application of an integrated IMPROVE platform for the design of three new generations of products (WPs 6-8): 

• exploitation and dissemination activities of the project results, and their coordination within WP9. 

Improve will generate: 

1. a new generation large LNG gas carrier to enhance the competitiveness of European shipyards 

2. a new innovative concept optomised large RoPax vessel 

3. a new generation of chemical tanker that is expected to prove a valuable niche market for certain shipyards 

within the consortia. 

The new design optomisation methodology applied within IMPROVE will be validated towards the martime 

design community though the development of practical innovative concepts obtained by: 

• defi ning the ship attributes and measures of design quality early in terms of: 

a. robustness, cleanliness, safety and comfort of product and its service 

b. reduced operational/maintenance costs and energy consumption 

c. integration of advanced, low-mass material structures in the vessel design 

d. rated performance at low initial and maintenance costs; 

• generating a set of effi cient designs and displaying them to the stakeholders for the fi nal top-level selection. 

These designs will exhibit the following measurable and verifi able indicators : 

a. an increase in carrying capacity of a minimum of 5-7% of the steel mass 

b. a decrease of steel cost of at least 8% 

c. a decrease of production costs corresponding to standard production of more than 8-10% 

d. an increase in safety measures due to the rational distribution of material 

e. a reduction in FO consumption of more than 12%. 

f. an improvement in the vessel’s operational performance and effi ciency of around 10-15%, 

including a benefi t of 5 to 10% on the maintenance cost related to structure and machinery. 

Keywords: Ship structure, optimisation, decision support, Gas CArrier, ROpax, Chemical Tanker, Ship 

Production, Improve

Acronym: IMPROVE 

Name of proposal: Design of Improved and Competitive Products using an Integrated Decision-support 

System for Ship Production and Operation 



Total cost: 4 293 890 € 

EU contribution: 2500000 € 






Website: 


http://www.anast-eu.ulg.ac.be/index.html 

Coordinator: Prof. Rigo Philippe A.D.A. 

University of Liege 

ANAST, 1 Chemin des Chevreuils (B52/3) 



E-mail: 

BE 4000 Liege 

ph.rigo@ulg.ac.be 

Tel: +32 (0)4 366 93 66 

Fax: +32 (0)4 366 91 33 

Partners: Akeryards SA (Chantiers de l’Atlantique) FR 

Uljanik Brodogradiliste, d.d. (Uljanik Shipyard) HR 

SSN (Stocznia Szczecińska Nowa Sp. z o.o.) PL 

Grimaldi Group IT 

Exmar Marine NV BE 

TPZ (Tankerska plovidba d.d. Zadar) HR 


Design Naval & Transport BE 

Ship Design Group Galati RO 

MEC (Insenerilahendused OÜ) EE 

Teknillinen korkeakoulu - Helsinki University of Technology FI 

University of Zagreb Faculty of Mechanical Engineering 

and Naval Architecture HR 

Universities of Glasgow and Strathclyde UK 

Center of Maritime Technologies e. V. DE 


WEGEMT - A European Association of Universities in Marine Technology 

and Related Sciences UK 

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MODURBAN 

Modular Urban-guided Rail Systems 

The main target of the MODURBAN project is to design, develop and test an 

innovative and open common core system architecture and its key interfaces, in 

preparation for the next generations of urban-guided public transport systems. 

Background 

According to the ERRAC (European Rail Research Advisory Council) study, “Light Rail and Metro Systems in 

Europe: Current market, Perspectives and research implication”, there are 170 LRT networks and 36 metro 

networks in Western Europe. It is expected that the number of new LRT systems could expand by more than 

50% over the next 20 years. For metros, the number of new systems is expected to be limited to around fi ve, 

whereas 55% of existing metro networks are currently extending existing lines or planning new lines. Most 

of the existing metro systems will have their rolling and signalling equipment replaced over the next 20 years 

and/or transformed from driver to driverless operation. These fi gures are in line with the target of the ERRAC 

Railway Business Scenario 2020 and will be dwarfed by the number of new systems being put into operation 

in the rest of the world, which are being built using European norms and expertise. This could account for 

more than 50% of the production of the European rail industry over the same period. 

Passenger trips are expected to grow by 40% over the next two decades, across all the transport modes. 

ERRAC’s vision is that the rail market share could double and that the rail market volume could increase by 

more than a 150% in passengers over current volumes. To meet this expectation – which means a reverse in 

the current trends of the last 20 years – it is of utmost importance to develop reliable, aff ordable, attractive 

and even more energy-effi cient urban rail systems for use in European cities. This calls for innovative and 

interchangeable constituents and subsystems with common harmonised interfaces. This will reduce the cost 

of ownership as well as the operation and maintenance of rail installations. It is vital in view of the growing 

complexity of new IT based subsystems that new products are developed along common interchangeable 

modular principles. 

Objectives 

The main target of the project is to design, develop and test an innovative and open common core system 

architecture and its key interfaces (this covers command control, energy saving and access subsystems), 

paving the way for the next generations of urban-guided public transport systems. This approach will 

apply to new lines as well as the renewal and extension of existing lines, and will encourage cost-eff ective 

migration from driver to driverless operation. This integrated approach will avoid the risk of new rolling stock 

and subsystems being built from unproven prototype sub-assemblies. With regard to passenger information 

and exchange at platforms, the objective is to harmonise the displays and push buttons as much as possible, 

as well as the operational procedures. Moreover, various energy saving methods (e.g. optimisation software, 

lightweight materials) will be developed.


The MODURBAN IP will defi ne the necessary functional, electrical and mechanical interfaces, and validation 

procedures necessary to deliver the range of interchangeable modules that will make the next generation of 

aff ordable urban guided public transport a reality. 

The principal elements to be defi ned in MODURBAN using end-user requirements and validation are: 

• onboard intelligent interfaces 

• wayside intelligent interfaces 

• passenger and access-related items 

• communication systems 

• energy savings related aspects 

• system approach for functional requirements and technical specifi cations and global risk assessment. 

Results 



One of the main objectives for the fi rst phase is to lay down the basic functional requirements for the entire 

MODURBAN system. This is crucial, as it will then allow adequate technical integration of the critical elements 

of the diff erent subsystems. 

Some other main achievements are the following: 

• The ATP (automatic train protection) onboard specifi cation and interfaces with the wayside, including 

the defi nition of the functional interfaces with the onboard ATP to other subsystems, determining 

their inputs and outputs to/from the onboard ATP. 

• The data communication system functional requirements defi ned to meet all the operator needs, so 

that a single communication system can be used instead of multiple communication systems often 

used in today’s mass-transit systems. 

• The list of relevant standards and requirements related to passenger information systems. This 

preliminary analysis addresses the functionalities of the passenger information system devices 

installed onboard for both metros and trams, giving special attention to emergency situations. 

• Description and specifi cations of the applicable solutions for onboard energy storage systems. Basic 

principles are presented and compared to one another. The given data of diff erent vehicle types, 

various models of operational cycles and several train control strategies create a basis for deciding 

which combination of technologies is considered to be the most effi cient. 

• First network report for the users group (European operators who are non-consortium members): the 

principal targets of the users group are to promote knowledge, stimulate debate and reach consensus 

– Europe-wide – for the MODURBAN functional requirements and its technical specifi cations, safety 

concepts and procedures developed by the project at the various project stages. 

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Acronym: MODURBAN 

Name of proposal: Modular Urban-guided Rail Systems 



Total cost: 19,418,225 € 






Sector: Rail 




Website: http://www.modurban.org 

Coordinator: Mr von Wullerstorff Bernard 

Association of European Railway Industries 



E-mail: bernard.von.wullerstorff @unife.org 

Tel: +32 (0)2 626 12 60 

Fax: +32 (0)2 626 12 61 

Partners: ALSTOM Transport SA FR 


SIEMENS Transportation Systems FR 

Bombardier Transportation (Holdings) Germany GmbH DE 

VOSSLOH DE 


CSEE Transport SA FR 

ALCATEL CIT FR 

KNORR BREMSE Systeme für Schienenfahrzeuge GmbH DE 

KNORR BREMSE Rail System (UK) Ltd UK 

Freinrail SA EUROTELEC FR 

FRENSISTEMI srl IT 

DIVISION IFE Doorsystem Knorr Bremse GmbH AT 

DIMETRONIC S.A. Representing Invensys Rail ES 

NAVECOM FR 

Esterel Technologies FR 

Régie Autonome des Transports Parisiens FR 

Union Internationale des Transports Publics asbl BE 

Berliner Verkehrbetriebe DE 

London Underground Limited UK 

Metropolitano de Lisboa PT 

METRO DE MADRID S.A. ES 

Agenzia per i Trasporti Autoferrotranviari del Comune di Roma IT 

Ferrocarril Metropolità de Barcelona S.A. ES 

Dopravni podnik hl. m. Prahy, a.s. CZ 

Budapest University of Technology and Economics HU 

European Commission - Joint Research Centre IT 

KITE Solutions s.n.c. IT 

Technische Universität Dresden DE 

Institut National de Recherche sur les Transports et leur Securite FR 

Université de Valenciennes et du Hainaut Cambrésis FR 


Universidad de Chile CL 

ALMA Consulting Group S.A.S. FR 

RHEINBAHN DE 

RHEINCONSULT DE 

Metro Warsaw PL 

ALCATEL TAS Canada CA



PLUG 

Power Generation during Loading and 

Unloading 

PLUG is a new concept of power interface between LNG or container carriers, using 

electric propulsion and terminals, which allow them to provide or receive power 

from the local grid. PLUG is focused on the development and qualifi cation of a quick 

connect/disconnect 6 600 volts ‘hands off’ concept and its associated power line 

with a power exchange capability of up to 25 MW. 

Background 

Up until now, power interfaces between carriers and terminals have had limited capabilities (less than 

1 MW), they do not meet LNG or crude carriers safety requirements and operate at a low voltage (440 volts). 

Furthermore they involve risky manual handling of heavy cables by the crew. 

There is an emerging requirement to allow a higher power exchange between carriers and terminals in order to: 

• reduce local harbour emissions by supplying the carriers from the shore via onshore RES (renewable 

energy sources) (wind-powered) when available 

• use the carrier’s onboard power generation capability as a ‘shadow’ power source to meet power 

consumption demands if RES are not available. 

Objectives 

The PLUG project aims at developing a ‘hands off ’ concept were a single crewmember can perform the 

connection/disconnection task without directly handling the power connector and the power cables. It will 

also feature the quick emergency safe disconnection capability required for LNG and crude carriers. 

In addition, PLUG will address the development of operational crew and terminal procedures and of data 

exchange systems between all the stakeholders (charter companies, crews, ship owners, customs, terminal 

operators, power traders, power networks, power consumers or providers, etc.) in order to allow an easy and 

user-friendly power exchange operation without impairing cargo handling systems. 


The following work will be carried out during the project: 

• design, manufacture and test of 6 600 volt connector 

• design and manufacture of a full-size power line demonstrator 

• develop safety analysis to meet LNG carrier and terminal safety requirements 

• establish operational procedures relevant to both crews and terminals 

• develop a ‘link to the market’ data exchange system between all the stakeholders to support their 

power exchange strategy. 

Results 

The expected results are: 

Full-size demonstrator tests of the whole power line. 

Inputs to regulatory bodies, such as the International Maritime Organisation, to establish relevant guidance 

rules and standards for power interface between crude and LNG carriers and terminals. 

Keywords: Power network, RES, LNG carriers 

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Acronym: PLUG 

Name of proposal: Power Generation during Loading and Unloading 



Total cost: 1,742,000 € 








Coordinator: Mr Feger Damien 

Snecma Groupe SAFRAN 

Forêt de Vernon 

E-mail: 

FR 27208 Vernon 

damien.feger@snecma.fr 

Tel: +33 (0)2 32 21 71 64 

Fax: +33 (0)2 32 21 75 40 

Partners: Converteam FR 

SINTEF Energiforskning AS NO 

Leduc FR 

Wavespec UK 

Staubli FR



SAFE OFFLOAD 

Safe Offl oading from Floating LNG 

Platforms 

There are substantial advantages in liquefying the natural gas on an offshore 

production platform and offl oading it to a shuttle gas carrier. Such a system is 

usually referred to as fl oating liquefi ed natural gas (FLNG). FLNG systems have 

been considered globally as a development option for a number of offshore gas 

fi elds, but due to perceived operational diffi culties none has yet been developed. 

Background 

Conventionally, off shore gas fi elds are developed by building a gas line to shore. If there is no local market for 

the gas, it may be liquefi ed and loaded onto LNG carriers for export. There are several diffi culties in applying 

this system, including: 

• the large size of the cryogenic plant for liquefaction of the natural gas entails the use of a very large ship 

– 400 metres would be typical – which makes the reliability of the mooring system particularly critical 

• the operation of the plant sets limits on the motion of the ship. Pitch or roll of one or two degrees 

reduces effi ciency and larger motions will close down the process equipment - due to the cryogenic 

nature of LNG, conventional fl oating hoses cannot be used for offl oading. The use of LNG loading arms 

requires the carrier to approach very close to the production barge and probably moor side by side, a 

practice only possible in very mild conditions 

• when the vessels are moored, relative motions induce high tensions in the lines between the vessels 

and large angles in the offl oading arms. Both aspects limit offl oading. 

The vessel motions that limit FLNG operations are excited by the environmental winds, waves and currents. 

If the weather windows that allow production and offl oading are suffi cient, the system has the potential to 

work safely and effi ciently. 

Objectives 

This project addresses the environmental conditions that infl uence the whole FLNG system: the interaction 

between the environment and the production and shuttle vessels, and the responses of the vessels. The goal 

is to optimise the system to maximise operability and safety. The objectives of this project are to: 

• maximise the weather windows during which FLNG barges can be offl oaded and FLNG can be 

operated. An optimised hull design and an active heading control strategy may reduce motion levels. 

• maximise the safety and effi ciency of the offl oading operation, and minimise the possibility of collision 

or breakage of cryogenic lines 

• have the capability to predict the behaviour of vessels during offl oading 

• have the capability to make the best, rational, real-time, risk-based decisions whether to proceed with 

approach and offl oading 

• understand the physical processes that govern the vessel motions during offl oading 

• have the capability to analyse the offl oading process for design: specify environmental criteria, perform 

dynamic analysis, and optimise hull shape, moorings and systems 

• provide motion ranges for design of high-pressure, cryogenic pipes and fl exible connectors for offl oading 

• provide a prototype method of a decision support system that continuously monitors the environment 

and combines this information with weather forecasts and simulations of vessel motions. 

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Design concepts will be considered in the project and improved designs will be developed based on the 

results of hydrodynamic analysis and model tests. 

Long-term data will be analysed in terms of the persistence of severe conditions that prevent operations and 

weather windows in which operations may be performed. Probabilistic models of relevant wave parameters 

will be developed. 

A sophisticated wave diff raction theory will be extended to treat multiple, closely spaced, large bodies 

that can move independently. A non-linear boundary element method will also be developed and tested 

against the diff raction theory. A code will be developed for the low speed manoeuvring of the tankers. All 

the hydrodynamic models will be tested against physical model tests. 

The approach manoeuvre of the tanker for offl oading and the eff ect of the environmental disturbances will 

be studied, and the role of dynamic positioning will be investigated. 

A procedure to aid real-time decisions concerning approach, mooring and offl oading will be developed. It 

combines the environmental models and the hydrodynamic and simulation models with weather forecasting 

and probabilistic decision tools. 

A risk assessment will be made, design criteria will be prepared, and an assessment of the operability of the 

system in terms of production and offl oading. 

Results 


• A set of LNG platform designs and a set of alternative hull confi gurations to minimise motions. 

• A method to predict near-future waves from spatial or temporal structure. 

• A method to predict near-future wind, wave and current events relevant to decision-making for 

offl oading. 

• An effi cient second order diff raction method for multiple bodies in waves. 

• A boundary element method for vessels in waves, and comparison with second order frequency 

domain results. 

• Methods of estimating forces due to winds and currents. 

• Method to predict low speed manoeuvring. 

• Measurements of wind forces on individual vessels and typical offl oading confi gurations. 

• Model test results of the modifi ed hull designs for the vessels. 

• Model tests with two bodies subject to current, wind and waves. 

• Numerical simulations of approach and mooring, limiting sea states for approach and connection. 

• Methods of station keeping, minimising vessel-relative motions, limiting sea states for disconnection, 

methods for the prediction of near-future weather. 

• A decision support methodology. 

• Design and operational risk and acceptance criteria for all phases. 

• Short and long-term statistics of vessel responses. 

• Assessment of frequency and duration of intervals in which approach is safe. 

Keywords: FLNG, FSRU, wind, waves, currents, risk assesment, diff raction, hydrodynamics, LNG, model

Acronym: SAFE OFFLOAD 

Name of proposal: Safe Offl oading from Floating LNG Platforms 



Total cost: 3,451,458 € 









Website: 


http://www.mar.ist.utl.pt/safeoffl oad/ 

Coordinator: Dr Ewans Kevin Charles 

SHELL International Exploration and Production B.V. 

Carel van Bylandtlaan, 30 



E-mail: 

NL 2501 CR The Hague 

kevin.ewans@shell.com 

Tel: +31 (0)70 447 3532 

Partners: Instituto Superior Técnico PT 

DHI Water & Environment DK 

Det Norske Veritas NO 


Nobel Denton Europe Ltd UK 

The Chancellor, Masters and Scholars of the University of Oxford UK 

Lisnave PT 

Ocean Wave Engineering UK 

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SMOOTH 

Sustainable Methods for Optimal design 

and Operation of ships with air-lubricaTed 

Hulls 

Air lubrication of Ship hull a large potential gain in hull effciency of up to 20%. 

SMOOTH seeks to fi ll missing technology gaps and enable air lubrication of hulls 

within normal European shipbuilding and operation practice for both inland and 

coastal ships. 

Background 

While the basic concept of air lubrication is old, limited serious research has been performed. It was the 

PELS project, a Dutch national project that made a positive change. This project demonstrated that a 

positive overall energy gain can be achieved in all operational conditions with air lubrication. The required 

technology itself is new and requires further exploration. Based on the fi ndings from the PELS project, the 

SMOOTH consortium estimates that ship hull effi ciency improvements of up to 20% will be feasible. Such a 

step forward would be benefi cial to the environment since the considerable reduction of fuel consumption 

will have its eff ect on the CO 2 , NO x and soot discharges. A reduction of fuel consumption will, of course, also 

be welcomed by the European shipping business since it will result in a reduction of costs. 

European policies are addressed in a number of ways: the noticeable reduction of the operational costs by 

reducing the ship’s resistance, the enhancement of the quality and operational safety of the transport process, 

and the safer transport of crude oil and other dangerous and potentially polluting goods. The SMOOTH 

project facilitates the inter-European knowledge exchange, by providing a platform of co-operation for 

SMEs, companies and research institutes from six diff erent European states, including and candidate country 

Turkey. 

Objectives 

As air lubrication has been successfully tested for model ships, new products (in terms of suitable ultra 

repelant painting systems, ambient and functional air distribution and control systems) need to be developed 

further to apply this technique to vessels. The resulting verifi able and measurable objectives for the Smooth 

project are: 

• to provide validated (fi nally tested on model scale) computational tools for a real ship design 

• to validate scale eff ects of air lubrication 

• to evaluate the economy of air lubrication in practice and demonstrate the concept at full size on an 

inland vessel 

• to prepare the safe introduction of air-lubricated ships in practice. 

The strategic objective of SMOOTH is to apply air lubrication to ships and to provide the necessay new 

products in terms of control and paint systems to introduce air-lubricated ships. These ships may utilise 

micro-bubble (MB), air-fi lm or air-cavity systems (ACS), for inland and coastal navigating ships with relatively 

shallow drafts.


SMOOTH has defi ned a number of work packages. 

WP1: Project management 

WP2: Experiments on air fi lms 

WP3: Scale eff ects and sea trials 

WP4: Model tests on air fi lms 

WP5: Model tests on micro-bubbles and air-cavity ships 

WP6: Economic plus risk evaluation 

WP7: Evaluation and dissemination 

The techniques surveyed in SMOOTH for practical application and implementation in the coming generation 

of European ships will include in addition to improved drag and power-reduction , other innovations such as 

better stopping and manoeuverability. 

Novel painting systems for ships and new air-control systems aboard ships will strengthen the position of the 

European shipbuilding industry represented within the Smooth consortium. 

Results 



SMOOTH has the following deliverables: 

D1.1 Project manual 

D1.2 Management reports every six months, short summary reports every three months 

D1.3 Mid-term report of the projects 

D1.4 Project progress reports with cost statements, every 12 months 

D1.5 Work package progress reports, i.e. mid-term, and fi nal reports on each one 

D1.6 Project completion reports 

D2.1 Overview of the state of the art 

D2.2 Overview applicable to super water-repellent (SWR) coatings for maritime applications 

D2.3 Stability of air fi lms and parameters that infl uence it 

D2.4 Theoretical description of the phenomena 

D3.1 Scale eff ects on air-fi lm lubrication 

D3.2 Scale eff ects on air lubrication in general 

D4.1 Stability of air fi lms on curved surfaces 

D4.2 Eff ectiveness of air fi lms in service 

D5.1 Optimised design of an air-lubricated ship 

D5.2 Validated design strategies 

D6.1 Initial risk assessment for air-lubricated vessels 

D6.2 Final risk assessment of air-lubricated ships 

D6.3 First full-scale results on micro-bubble lubrication 

D6.4 Equipped with a complete SWR coating of Akzo Nobel, the same barge is tested with air-fi lm 

lubrication 

D6.5 First large-scale tests with integrated air-supply system. 

D7.1 Workshops, seminars and international conferences for dissemination of results and demonstrations 

D7.2 Design guidelines for air-lubricated vessels 

D7.3 Website 

Keywords: Air lubrication, drag reduction, micro-bubbles, air cavities, super water-repellent coating, 

fuel saving, air fi lms 

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Acronym: SMOOTH 

Name of proposal: Sustainable Methods for Optimal design and Operation of ships 

with air-lubricaTed Hulls 



Total cost: 2,525,500 € 








Coordinator: Dr Thill Cornel 


PO Box 28 

Haagsteeg 2 

E-mail: 


c.thill@marin.nl 

Tel: +31 (0)317 493 367 

Fax: +31 (0)317 493245 

Partners: International Paint UK 


Damen Shipyards Group NL 

Istanbul Teknik Universitesi TR 

Ketting Compressoren B.V. NL 

New-Logistics GmbH DE 



Thyssen Krupp Veerhaven NL 

Imtech NL



VISIONS 

Visionary Concepts for Vessels and 

Floating Structures 

VISIONS is the new ‘think tank’ of the European maritime industry and has 

implemented an annual process for the defi nition and validation of visionary concept 

outlines for vessels and fl oating structures (i.e. potential products for the next 5- 

15 years). 

Background 

Europe’s maritime industry is at the leading edge of innovations. However, to defend this position, future 

challenges have to be picked up as early as possible. Many ideas for long-term maritime products and 

services appear quite futuristic today and are rarely systematically investigated. On the other hand, without 

such project-based investigation, it is diffi cult to identify and defi ne the possible R&D tasks necessary 

before commercialisation. In times of constantly decreasing cycles of technology and increasing speeds 

of innovation, it is essential to work on future challenges early enough, even if they may appear visionary 

today. 

Objectives 

The project has been implemented to organise a systematic, scenario-based, pre-competitive ‘think tank’ 

process to increase the number of ideas for potential products, validate them and identify possible necessary 

R&D eff orts early enough to be prepared for future needs. The scenarios, which are input for the annual ‘ideas 

contest’ and which are created with the help of professional users, enable a link to business reality. 

The process, which will be repeated three times during the proposed NoE duration, is open for teams of 

students and experts from Europe’s maritime universities (annual idea contest and open call for validation 

experts). The defi nition of all concept outlines and possible R&D gaps is done based on professional market 

and society scenarios created in the NoE, which are the basis of the process. The results of the annual process 

will be presented to the maritime industry, which is invited to team up with the ‘idea-creators’ for further 

development by annual showcase events and will be used as input for the defi nition of R&D strategy of 

the maritime industry, linked to its actual and future European Advisory Council and technology platform 

structures. 

The project will also provide a closer link between the European maritime universities and industry. 


The annual process (‘innovation loop’) has the following elements: 

a. creation of professional market and society scenarios by a dedicated scenario group including external 

key user interviews 

b. a ‘call for ideas’ answering the scenario challenges to student teams from the European maritime 

industry. The best fi ve to seven ideas will be short-listed by the core partners and will be subject to 

further investigations. 

c. evaluation of the short-listed tasks done according to identifi ed tasks and by selected experts (tender 

process). Compilation of a comprehensive report per idea (including ‘distance to market’) 

d. selection of three winners by a high-level industry jury, with an industry-sponsored contest award and 

the presentation of all ideas (‘showcase’). 

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The process is vertically structured and managed in fi ve business areas: 

• maritime tourism/leisure 

• intermodal transport (short sea shipping, inland shipping, deep sea shipping) 

• fl oating infrastructures 

and horizontally structured in seven expertise fi elds: 

• market/society needs 

• technical feasibility/design 

• production 

• equipment/systems 

• operation/security 

• infrastructure/logistics 

• safety/environment. 

The organisation and main decisions during the project will be done by leading industrial and research core 

partners. 

Results 


• systematic scenario work in all relevant business areas (‘think tank’ function) 

• a greater number than today of scenario-based visionary concepts, which are discussed, presented and 

considered by the industry as a basis for further development work, including fl oating infrastructure 

projects 

• systematic, project-based early identifi cation of R&D needs 

• closer link and practice-based co-operation between the European maritime industry and the 

European maritime universities, using the creative potential in an organised and business-relevant 

way. 

VISIONS will keep European maritime industry and R&D resources at the leading edge of innovation for global 

competitiveness, but also contribute to the quick and sustainable solution of transport problems in Europe. 

Keywords: Market and society needs, visionary concept outlines, maritime tourism, intermodal 

transport, marine resources, fl oating infrastructures 

Business Area 1: Maritime tourism/leisure 

VISIONS consortium 

Business Area 5: Floating infrastructures 

VISIONS consortium

Acronym: VISIONS 

Name of proposal: Visionary Concepts for Vessels and Floating Structures 



Total cost: 5,000,000 € 









Website: 


http://www.maritime-visions.eu 

Coordinator: Mr vom Baur Michael 

Community of EU Shipbuilders Association a.s.b.l. 

Rue Marie de Bourgogne 52 



E-mail: 


michael.vomBaur@akeryards.com 

Tel: +32 (0)2 230 27 91 

Fax: +32 (0)2 230 43 32 

Partners: IMAWIS - Maritime Wirtschafts- und Schiff bauforschung GmbH DE 

Alstom Chantiers de l’Atlantique FR 

Centro per gli Studi di Tecnica Navale IT 


Conoship International BV NL 

Aker MTW Werft GmbH DE 


JAFO Technologie, Zweigniederlassung der Blohm+Voss international GmbH DE 

EVIMAR A/S DK 

University of Rostock DE 

NAVANTIA S.L. ES 

Center of Maritime Technologies e.V. DE 

Rolls-Royce Power Engineering Plc UK 

Wilhelmsen Marine Consultants AS NO 



Ship Design and Research Centr Gdansk PL 




WEGEMT UK 

European Oil and Gas Innovation Forum BE 

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DE-LIGHT Transport 

Developing Lightweight Modules for 

Transport Systems featuring Effi cient 

Production and Life-cycle Benefi ts at 

Structural and Functional Integrity using 

Risk-based Design 

DE-LIGHT Transport aims to develop new solutions, methods and tools for the design, 

production, integration and testing of complex modular lightweight structures in ships, 

intermodal transport containers and railway vehicles. Focus is given to the development 

of multi-material modules with a higher degree of pre-outfi tting, as compared to the 

optimization of structural components which was mainly done in previous projects. Results 

will be used and demonstrated in large scale prototypes for six application cases. 

Background 

The project is based on previous national and European projects which largely focused on the development 

of structural lightweight components. DE-LIGHT Transport will use this results, but focus more on the 

development of modular pre-outfi tted units and the technologies and knowledge required for their design, 

manufacturing, assembly and operation.DE-LIGHT Transport aims to overcome the following challenges and 

obstacles identifi ed in previous projects, such as the Coordination Action SAND.CORe:·Available lightweight 

solutions in the maritime and rail sectors mainly focus on the use of lightweight materials (e.g. fi bre reinforced 

plastics, polymeric foam panels etc) or innovative designs better utilizing traditional materials (e.g. laser 

welded metallic sandwich panels). 

• Insuffi cient design tools and design data make optimum design for end-users diffi cult and time 

consuming. The project will complement and combine algorithms and dedicated engineering design 

tools developed primarily in the HYCOPROD and SANDWICH projects. 

• Lightweight applications for commercial ships are currently limited to non load-bearing components 

and the superstructures of large ships. In the rail sector, these applications are restricted to non- or semistructural 

components. 

• Currently available lightweight components for transport systems are expensive one-off products. Their 

properties do sometimes not fi t to the extreme operational requirements in transport systems. They are 

primarily designed to fulfi l single purposes and do not integrate multiple functions. 

• Joining, onboard assembly and onboard outfi tting are complicated and expensive, operational cost 

and potential benefi ts are not suffi ciently specifi ed. This puts the life cycle cost effi ciency of available 

lightweight solutions at risk. 

• Potential benefi ts of lightweight solutions for the transport industry are not fully used, because product 

and production concepts do not support the application or because safety and commercial risks cannot 

be controlled. 

Objectives 

The project aims to produce a number of new design solutions using risk based design methods. Furthermore 

a sophisticated design tool will be developed based on results of previous research projects such as Sand. 

Core, Sandwich and HYCOPROD.The overall objective of the DE-LIGHT Transport project is to elaborate and


demonstrate innovative integrated lightweight modules (integrating load-bearing and other functionalities) 

as well as the design, production and testing methods and procedures. The solutions developed will feature 

signifi cant operational benefi ts as well as reduced building cost, i.e. decreased life cycle cost. Risk management 

and the application of risk based design methods will allow to develop highly innovative solutions exceeding 

the range of existing classifi cation rules by exploring new material combinations, innovative joining, assembly 

and pre-outfi tting techniques. The strategic objectives can be summarized as: 

• To make better use of innovative materials and material combinations in multi-functional lightweight 

components (DESIGN SOLUTIONS) 

• To improve reliability, quality, cost and lead time in developing and designing lightweight solutions and 

to make knowledge more easily accessible (DESIGN TOOL) 

• To improve cost effi ciency and quality and to reduce lead time in production and service of integrated 

lightweight modules (PRODUCTION, MAINTENANCE and SERVICE TECHNIQUES) 

• To elaborate and harmonize effi cient and reliable testing, validation and life-cycle cost assessment 

methods and procedures (TEST PROCEDURES) 

• To control the safety and commercial risks related to the development and application of innovative lightweight 

modules and to prove fi tness for purpose of the developed solutions (RISK BASED DESIGN METHODS) 

• To foster a wider and more effi cient industrial application of integrated lightweight modules and structures 

(INDUSTRIAL APPLICATION) The scope of applications followed by DE-LIGHT reaches from passenger and 

RoRo ships, through cargo and short sea ships, to intermodal transport units and railway carriages 


Six industry driven application cases showing high potential benefi ts for lightweight modules as well as a high 

degree of innovation will be studied and demonstrated in DE-LIGHT Transport. Those cases will drive, apply 

and validate the new technology development, grouped in three generic work packages.The application cases 

comprise in particular: 

1. Deck house for inland waterway and sea cargo ships. 

2. Side and deck structures for RoRo vessels. 

3. Composite deck structures for marine applications. 

4. Sandwich superstructures for off shore patrol vessels. 

5. Intermodal cargo units for freight transit. 

6. Rail vehicle driver’s cab.Key technologies, methods and tools needed for the application cases will be 

developed in three scientifi c work packages focusing on design, production and testing. 

Those are: 

• WP1: Development of new design algorithms against various failure modes and their integration into 

an innovative multi-material sandwich design tool. DE-LIGHT Transport will, compared to previous work 

which has often focussed on a particular type of sandwich construction, implement a more generic 

design approach that will allow the evaluation and optimisation of a wide range of material and 

structural mixes according to the requirements of a given application. 

• WP2: Strategies for joining, assembly and outfi tting – the bringing together and integration of separate 

sandwich panels and/or sub-components to produce fi nished structures. 

• WP3: Testing and validation procedures – to provide accurate and reliable methods of determining 

fi tness for purpose with advanced testing methods.The work package structure of DE-LIGHT Transport 

is shown in the scheme attached. 

Results 

The research work performed in the generic work packages will be adapted and applied within the six 

application cases, including passenger ship decks, RoRo decks, cargo and short sea shipping, intermodal 

transport units and a railway cab. A full scale prototype will be developed in each application case. It will 

address characteristic and critical areas focused on safety, pre-outfi tting, joining and assembling. To support 

this work a design tool building on previous work will be produced with a range of realistic design scenarios of 

use for the designer in the real world. The design tool will be based on the algorithms developed in previous 

research project as well as on new algorithms developed within in the scientifi c part of the project. As a result 

of delight sandwich materials are expected to be applied with confi dence in real world transport applications. 

The overall results can be summarized as follows: 

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188 


• A multi-material sandwich design tool, 

• Strategies for joining, assembly and outfi tting – summarized in a manufacturing handbook and 

applied in the application cases 

• Testing and validation procedures – summarized in recommendations for new testing standards and 

applied in the application cases 

• Direct application of the results in the transport sector and proven by full scale prototypes 

Keywords: Research, sandwich, lightweight, SANDWICH, SAND.CORe, DE-LIGHT, transport, ship 

structures, rail vehicles, intermodal containers 

Acronym: DE-LIGHT Transport 

Name of proposal: Developing Lightweight Modules for Transport Systems featuring Effi cient Production 

and Life-cycle Benefi ts at Structural and Functional Integrity using Risk-based Design 



Total cost: 3,707,797 € 





Sector: Multi 


Research domain: Development of advanced, low-mass material structures and systems 

Website: http://www.delight-trans.net/ 

Coordinator: Dr Roland Frank 

Center of Maritime Technologies e. V. 

Bramfelder Strasse 164 


E-mail: roland@cmt-net.org 

Tel: +49 (0)40 691 99 47 

Fax: +49 (0)40 691 99 73 

Partners: ‘Ovidius’ University of Constanta - Center for Advanced Engineering Sciences RO 

Uljanik Brodogradiliste, d.d. (Uljanik Shipyard) HR 

University of Zagreb Faculty of Mechanical Engineering and Naval Architecture HR 

Meyer Werft GmbH DE 

Institut fuer Holztechnologie Dresden gGmbH DE 


APC Composit AB SE 

SICOMP AB SE 

Anthony, Patrick and Murta Lda PT 

Bombardier Transportation FR 





Teknillinen korkeakoulu FI 

Riga Technical University LV 

Technical University of Gdansk PL 

Noske Kaeser DE

LITEBUS 

Modular Lightweight Sandwich Bus 

Concept 

Multimaterial technology (sandwich and/or hybrid materials) is becoming 

increasingly important in new vehicle design. Public service vehicles (buses and 

coaches) are regarded as primary targets for application of sandwich construction 

and multimaterials, which play a major role in the transportation industry of both 

industrialised and developing countries. The proposed project will be focused on 

the development of a novel technology to manufacture bus/coach bodies using 

multimaterial sandwich panels. 

Background 

Bus manufacturing is a niche market compared with the car market. It is estimated that there are more than 

500 000 buses in circulation in EU countries alone. The bus industry uses extensively welded fabrication, which 

is labour intensive in nature. In order to stay competitive and maintain employment, bus/rail manufacturers 

will have to produce more attractive products and reduce production costs, thus new concept designs, 

materials and assembly methods will have to be developed and applied. Currently there are no buses/ 

coaches or rail rolling stock in the market using the design concepts and composite sandwich materials to 

be developed within this project. 

The project aims to explore the potential benefi ts off ered by integrated composite sandwich material in 

passenger buses/coaches as a case study for other potential applications in trains, ships, trucks, cars, vans, etc. 

The new vehicle concept will be benchmarked with current steel vehicles through a life cycle analysis (LCA) 

in order to implement the new Integrated Product Policy (IPP) principles, leading to a more environmentally 

friendly vehicle. 

Objectives 


The main overall objectives of the project are: 

• to solve the problem of reducing weight and production costs of land transport vehicles through the 

development of a technology of modular bus/coach construction, using ‘all composite’ multimaterial 

sandwich panels instead of a steel/aluminium spaceframe lined with sheets of diff erent materials 

(metallic or non-metallic) 

• to devise design methodologies that decrease production lead time through reducing the number of 

components and functional integration, and allowing for dismantling, easy repair and recycling 

• to develop high quality urban transport 

• to contribute to the shifting of balance between modes of transport 

• to contribute to improved road safety 

• to contribute to improved quality in the road transport sector. 

189

190 



The work plan is divided into several tasks that will cover the development of a novel modular architecture of 

a bus structure based on composite sandwich materials. The following aspects will be researched: 

• develop new vehicle architecture, based on modularity guidelines 

• study concepts of sandwich materials available in the market or produced in other EU-funded projects; 

compare their properties with requirements of stiff ness, crashworthiness and manufacturability for 

bus and rail; study the possible processing methods and select the most applicable processes for large 

structural components 

• provide a validated and safe design technology for joining sandwich panels, fi bre-reinforced composite 

sheets and metallic inserts 

• develop numerical models based on FEM to analyse the static, dynamic and modal behaviour of the 

body of the vehicle in order to guarantee that the ‘all composite body-in-white’ of the vehicle has the 

same fl exural and torsional stiff ness and modal behaviour of state-of-the-art metallic bodies 

• demonstrate the crashworthiness of the concept vehicle and ensure that the bus structure meets the 

requirements of the European Directives and regulations (rollover, seat and belt anchorages) 

• develop lifetime prediction techniques for the sandwich structural concepts developed in the project 

• produce a design which minimises the total whole-life cost of the vehicle 

• validate the concepts developed experimentally through the testing of a bodywork cell section. 

Results 

The following results are expected at the end of the project: 

• novel concept of a vehicle structure based on composite sandwich materials with a higher functional 

integration 

• database of sandwich material properties and manufacturing processes, process simulation, material 

constitutive equations suitable for vehicle manufacturing 

• development and test of a fi bre-optic health monitoring system 

• database on structural adhesive properties suitable for bonding composite sandwich structures and 

concepts for load introduction/transfer 

• collapse behaviour of the sandwich concept material and body-in-white 

• physical models of the static and dynamic behaviour of sandwich structures 

• analysis of life cycle costs. 

Keywords: Composite sandwich material, vehicle structures, adhesive bonding, crashworthiness, ecodesign, 

FEM modelling


Acronym: LITEBUS 

Name of proposal: Modular Lightweight Sandwich Bus Concept 



Total cost: 3,455,074 € 






Sector: Road 



Website: http://www.litebus.com 

Coordinator: Prof. António Augusto Fernandes 

Instituto de Engenharia Mecânia e Gestão Industrial 

Rua do Barroco, 174 a 214 

Rua Dr Roberto Frias 

E-mail: 

PT 4465 - 591 Leça do Balio - Matosinhos 

aaf@fe.up.pt 

Tel: +351 (0)22 5081491 

Fax: +351 (0)22 5081538 

Partners: CaetanoBus - Fabricação de Carroçarias S.A. PT 

MAURI Bus System S.r.l IT 

NTET S.p.A IT 

Centre International de Mètodes Numèrics en Enginyeria ES 

Universidad Politécnica de Madrid ES 

Royal Institute of Technology SE 

Suministrosy Servicios Unifi cados de Carroceria SL ES 


The Chancellor, Master and Scholars of the University of Oxford UK 

Diseno Industrial ITALDESIGN ES 

FiberSensing - Sistemas Avançados de Monitorização, S. A. PT 

Technical University, Clausthal DE 

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192 


SAND.CORe 

Coordination Action on Advanced 

Sandwich Structures in the 

Transportation Industry 

SAND.CORe aims to foster the application of innovative sandwich structures in 

European transport systems, particularly in the maritime and rail sectors. This 

will be done by: collecting available information with regard to metallic, hybrid and 

composite lightweight structures c onducting benchmark studies for dedicated 

application cases defi ned by the end users identifying knowledge gaps and research 

needs elaborating a best practice guide for sandwich design, manufacturing, 

assembly, approval and application. 

These results will be made available through the project website (www.sandcore. 

net), public dissemination events and a dedicated user group. 

Background 

Various R&D projects aiming to develop sandwich structures have been carried out in several sectors 

at European, national and company levels. These projects have produced results but they are diffi cult 

for industrial users to access and compare. SANDCORe aims to collect and compare available solutions, 

benchmark possible sandwich solutions for concrete application cases in the rail and maritime fi elds, and 

produce a best practice guideline for potential end users. Along with a number of public workshops, this will 

improve the application of results from previous projects. 

In general, sandwich panels off er a number of advantages for transport systems, such as being lightweight 

(increased payload), having a reduced space consumption, structural safety and reduced assembly cost. 

Objectives 

The scientifi c-technical objectives of SAND.CORe are: 

• producing a collection of current knowledge on sandwich structures related to applications, design 

methods, test procedures, production, rules and regulations 

• creating a sandwich solutions and data catalogue 

• performing benchmark studies and comparisons of diff erent sandwich panels in possible sandwich 

applications, focusing on RoRo decks, superstructures, balconies (maritime) as well as a rail vehicle 

cab 

• elaborating a best practice guideline on sandwich design, production, repair and maintenance, rules 

and legislations as well as applications 

• generating new RTD ideas to further develop the composite sandwich technology 

• promoting knowledge and application transfer within the related sectors and beyond.


The work plan of the Coordination Action comprises the following steps: 

WP1: Analysis of the current state of technology in sandwich applications, design, production and in 

related rules and legislation using information from the partners’ previous work as well as public domain 

information. 

WP2: Structuring the available information, for example in a sandwich selection tree for potential users as 

well as on the project website. 

WP3: Benchmark studies by applying available best practice knowledge and solutions in concrete cases 

defi ned by the industrial partners. 

WP4: Elaboration of a best practice guideline for potential external users comprising available information 

and recommended practices. 

WP5: Networking activities, such as public workshops, and the establishment of an external user group for 

the exchange of information and discussions with external parties. 

Results 

The project results include: 

• a list and abstracts of public domain information on sandwich design, production and application as 

well as test results accessible through the project website and contact through the coordinator 

• a best practice guide focused in particular on the maritime industry, which will be available on the 

project website and can also be obtained as a CD-ROM from the coordinator 

• a directory and links to suppliers and users of sandwich panels are available on the website 

• concrete design solutions for fi ve application cases defi ned by the end users in the project, which will 

be available to project partners and user group members. 

The project fi nished in June 2006. Please contact the coordinator for further information. 

Keywords: Sandwich, lightweight, design, application, production, maritime, transport 

January 2004 


CMT 

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194 


Acronym: SAND.CORe 

Name of proposal: Coordination Action on Advanced Sandwich Structures in the Transportation Industry 









Sector: Multi 



Website: http://www.sandcore.net 

Coordinator: Dr Roland Frank 

Center of Maritime Technologies e.V. 

Bramfelder Strasse 

164 

E-mail: 


roland@cmt-net.org 

Tel: +49 (0)40 691 99 47 

Fax: +49 (0)40 691 99 73 

Partners: University of Newcastle upon Tyne - Advanced Railway Research Centre UK 


Bart Boon Research and Consultancy NL 


CORUS Technology BV NL 

Faculty of Mechanical Engineering and Naval Architecture, 

University of Zagreb HR 

Flensburger Schiff bau Gesellschaft mbH & Co. KG DE 





A-ROSA Flussschiff GmbH DE 

Technical University of Gdansk PL 

TUHH-Technologie GmbH (representing the Technical University 

of Hamburg-Harburg) DE 

University of Southampton UK

AC-DC 

Automotive Chassis Development 

for 5-day Cars 

The prime objective of AC-DC is to develop a concept, which radically enhances 

automotive manufacturing in order to achieve the high level of responsiveness required 

for a 5-day car according to customer specifi cations, and to validate/demonstrate the 

novel approach using the characteristic component lightweight chassis as a master. 

Background 

To date, a clear hierarchic structure dominates automotive manufacturing assuring a 100% delivery of 

components and systems just in time and just in sequence. However, new challenges emerge, such as: 

• a steep increase in modularisation and interdisciplinary technologies 

• a market pressure for variability and fl exibility to customers 

• the cost pressure demands a reduction of stocks on the supply side 

• a highly fl exible mastering of global production and delivery, which will mean a rapid development of 

an effi cient ‘networked’ production scheme. 

This calls for both a determined step forward in motor vehicle technology combined with a dynamic planning 

process involving the full supply chain. In order to break with the traditional hierarchic manufacturing, 

revolutionary concurrent elements must be introduced that reduce stocks and allow last minute confi guration 

of new products in higher variations and quality and at lower costs. 

Objectives 

The prime objective of AC-DC therefore is to develop a concept that radically enhances automotive 

manufacturing in order to achieve the high level of responsiveness required for a 5-day car process according 

to customer specifi cations, with the development and introduction of individual and highly reactive 

planning loops in the supply chain. The effi ciency of this future system needs to be validated realistically by 

considering the emerging step-change in component technology (technology convergence of ‘Mechatronics’ 

for customer neutral modules of high parameterisation). 



Emphasis is placed on a vehicle system that promises maximum impact and reward regarding the transfersuitability 

to other parts of the vehicle that can be achieved within the duration of the project: 

• technically, highly mechatronic and individualised automotive chassis modules hold considerable 

challenges to demonstrate the transfer of customer-neutral module design methodology to ample 

applications, including new drivetrains, electrical propulsion and new wheel systems. Technical 

progress in intelligent software and sensor-actuator technology combined in customer-neutral 

mechatronic chassis modules paves the way to the next generation of automotive chassis, which 

needs to be taken into account by new automotive production processes. 

• AC-DC develops the requisite ‘dynamic supply chain collaboration concept’ that promotes the 

conventional automotive terms of delivery to a highly reactive 5-day, capable system that cuts down 

inventories in the supply network while maintaining the 100% guarantee of delivery as an uncompromised 

constraint. Leaving hierarchic production concepts behind by building on multiple planning loops, the 

dynamic supply network management is paramount for the integration of both the requisite high-tech 

module technology and the appropriate process confi guration features. All aspects of complementary 

concern, such as fail-safe real-time event management, collaborative demand prediction and planning 

consistency, modular production technology processes, as well as distributed quality control and testing 

form crucial building blocks to form the dynamic and reliable supply loops network. 

195

196 


Results 

AC-DC will develop a highly dynamic and robust supply loop concept, which is superior to the conventional 

hierarchic system in reactivity, reliability and costs while maintaining the 100% guarantee of delivery. From the 

proof-of-concept a characteristic next-generation automotive modular system will be developed, which will 

convert diff erent technologies (in this case mechanics and electronics) into high-quality modules to reduce 

part count and cost (fi rst cost and stocks) and to achieve a customer-neutral component/supply concept. 

Acronym: AC-DC 

Name of proposal: Automotive Chassis Development for 5-day Cars 



Total cost: 12,072,727 € 






Sector: Road 


Research domain: Integration of clean and economic manufacturing techniques 

Coordinator: Mr Kornemann Horst 

Continental AG 

Guerickestrasse 7 

E-mail: 

DE 60488 Frankfurt 

Horst.Konremann@contiteves.com 

Tel: +49 (0)697 6035 994 

Fax: +32 (0)2 732 00 55 

Partners: BMW - Bayerische Motoren Werke DE 

Siemens VDO DE 

Fundacion CARTIF ES 

CEA - Commissariat à l’Energie Atomique FR 

European Research Programme Consulting DE 

Fraunhofer Gesellschaft DE 

ZF Friedrichshafen DE 

University of Modena and Reggio Emilia IT 

VDIVDE-IT DE 

AT Bremen DE 

INESC Porto PT 

Magyar Tudományos Akadémia Számtactechnical HU 

Volkswagen DE 

Mandator SE 

Centre for Research and Technology Hellas GR 

Autoliv SE 

University of Paderborn DE

CREATE3S 

Production to improve total effi ciency of 

new generation short sea shipping 

CREATE3S aims at developing a new generation of ships for short-sea operations 

using an innovative modular concept of separate (ship) platform modules 

and interchangeable cargo-containing modules. Though the use of advanced 

manufacturing techniques, production lead-times and costs are expected to be 

reduced by approximately 10%. 

Background 

Economy and society cannot function without the effi cient movement of goods and people; transport is 

therefore a key factor in modern economies. The challenges of providing an eff ective transport system 

across Europe remain acute, particularly as governments try to balance confl icting demands for increased 

access and mobility with solving traffi c congestion, pollution and rising costs. Short-sea shipping has already 

demonstrated its ability to solve transport problems within an expanded EU, for absorbing increasing 

demand for intra European transport and for reducing congestion on European roads. 

Short-sea shipping is a crucial European market for; waterborne transport, the shipbuilding/ship repair 

industry, logistic chains of hundreds of ports and terminals, some 3 460 ship owners and their 10 000-ship 

fl eets. Short-sea shipping is thus key to enhancing competitiveness and solving transport problems within a 

growing EU; there are few issues that serve both these strategic goals. 

Short-sea shipping volumes are expected to increase by 50% between 2000 and 2020. Since 40% of the 

current fl eet is older than 25 years, Short-sea shipping needs a new generation of innovative ships to meet 

this potential market. These ships need; enhanced economic, safety and ecological performance, fi tting into 

future innovative logistic chains and providing a major role for EU shipbuilders. 

Objectives 

Traditionally ship concepts contain two physically inseparable main function groups: platform functions 

(buoyancy, power generation, propulsion, hotel, etc.), and cargo functions (cargo containment/treatment/ 

handling). CREATE3S aims to develop a ship concept consisting of two basic modules: a ship-platform module 

and ancillary interchangeable cargo-containing modules. At sea, ship-platform and cargo-containing modules 

are joined (linked) together. Once at the destination the entire cargo-containing module is discharged and 

replaced by a new cargo-containing module, much the same as a truck chassis/container combination. The 

shorter the time spent in ports for loading and unloading will allow for more voyages while reducing port 

fees per voyage; the risk is the eventual higher cost of implementing this new concept. 

To meet this risk, CREATE3S will develop standardisation and modularisation concepts in ship-platform 

design that will enable the use of advanced manufacturing techniques, thereby reducing lead-time and 

labour costs. Introducing low-mass hull structures will enhance payload capacity, thus obtaining additional 

economic gain. 



CREATE3S work programme of one management and four RTD work packages will follow an end-user driven, 

problem-solving approach in fi ve sequential steps. The fi rst step outlines the concept of economic boundaries 

from the end-user/operator’s point of view: the economic/operational parameters for the new concept will 

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be identifi ed and quantifi ed. Then the problem-solving process proceeds in two sequential cycles of analysis 

– synthesis – evaluation steps: initial concept (step 2), fi rst assessment (step 3), modifi cation and pilots (step 

4) and fi nal assessment (step 5). 

These fi ve steps form the work plan ‘back-bone’ or main R&D fl ow (Work Package 2), a structured process 

where the new modular concept is being developed and where inputs from diff erent disciplines are 

integrated. These disciplines are contained within the three other work packages: Critical Technologies 

– hydromechanics and structures (Work Package 3), Operations, logistics, economy and ecology (Work 

Package 4), and Advanced manufacturing techniques (Work Package 5). 

There are four distinctive innovation categories: 

• product-related innovation: modular ship concept of platform and cargo modules, better hull form 

and lighter structure 

• operational innovations: short turn-around cycle in ports, more fl exibility and faster cargo delivery 

method 

• manufacturing innovations: shorter lead times, reduced risk, modular approach in production, 

distributed process and new production organisation model 

• business model innovations: diff erent ways of capturing value through a shipbuilding distributed 

process. 

Results 

The complete list of deliverables is: 

Dissemination Plan, 3 Dissemination reports, 

Challenger report on challenges from new generation vessels, 

Basic defi nitions, 

Cargo systems. 

Integrated concept 

First assessment 

Pilot concepts 

Final assessment 

Hull modules form 

Performance analysis at sea 

Operational requirements 

Assessment model operations 

Environmental assessment 

Modular concept manufacturing 

Manufacturing strategy 

CREATE3S will make advances with respect to the state of the art in: 

Ship concepts: 

• cargo unit (module) containing the entire ship cargo carrying capacity 

• cargo unit with no buoyant capability, loaded/unloaded directly to/from land-side 

• the interface between ship hull and cargo modules and the loading/unloading system 

Hydromechanic performance: 

• ship hull forms for a number of ship families, off ering better hydromechanic performance 

Ship structures: 

• lighter and cheaper ship hull-structure families, industrialised production manner 

• large cargo modules fi tting the ship-platform modules


Shipping operations: 

• less time spent in ports 

• more fl exibility in short-sea shipping operations 

Ship production: 

• reduced man-hours in the entire process chain 

• reduced lead time and more fl exibility to cope with customer requirements 

• improved working conditions 

• improved product quality through pre-tested standard components 

• modular products which can easily be adopted to short-term changes in the market. 

Acronym: CREATE3S 

Name of proposal: Production to improve total effi ciency of new generation short sea shipping 



Total cost: 4,217,990 € 







Coordinator: ING Swaak Paul 

Geest North Sea Line bv 

Seattleweg 15, Port No. 2801 

E-mail: 

NL 3008 JC Rotterdam 

pswaak@geest.nl 

Tel: +31 (0)10 4912345 

Fax: +31 (0)10 4954530 

Partners: Damen Shipyards Group NL 


Imtech Marine & Off shore B.V. NL 

TTS Ships Equipment AB SE 

LogIT a.s NO 

Center of Maritime Technologies e. V. DE 







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CarCIM 

Integration of Two-component Ceramic 

Injection Moulding for Large-scale 

Production of Novel Multifunctional 

Ceramic Components for Automotive and 

Railway Applications 

The aim of the project is the integration of the two-component ceramic injection 

moulding (2C-CIM) as a low-cost and large series production technique into the 

development of complex shaped ceramic components for automotive and railway 

applications, offering a high degree of structural and functional integrity. 

Background 

During the last decades, ceramic manufacturers have proposed several alternative, high-performance 

ceramic engine parts to automotive producers. The most important benefi ts off ered by ceramic materials 

over metallic ones are lower density, lower thermal expansion coeffi cient, superior mechanical resistance at 

elevate temperatures, higher wear resistance and chemical inertia. Future emission regulations require more 

eff ort towards a general friction loss reduction and the weight reduction of alternately moving engine parts 

contributes directly to an improvement in the engine’s effi ciency. 

The role of advanced ceramics in engineering structures largely depends on the possibility of reliable 

mass production of complex-shaped components at acceptably low costs. Because of the near-net-shape 

production and the economic effi ciency of a large series, powder injection moulding (PIM) is the shaping 

technique of choice for metal/ceramic parts of complex geometry. 

The co-injection moulding of two synthetic materials is applied to a great variety of automotive components. 

The ability to manufacture components to net-shape and surface engineer in a single manufacturing process 

by powder co-injection moulding should provide a further incentive for additional exploitation of this 

technique by generating new markets and providing more cost-eff ective manufacturing. 

Objectives 

The main goal of the project is the development of novel ceramic components with a high degree of 

functionality, longer life cycles and shorter production times, which can be easily implemented into 

automotive and railway systems. For achieving this main goal, the following objectives must be attained: 

• adaptation of powder surface properties to the requirements of feedstock production 

• development and supply of new feedstocks suitable for low/high pressure 2C-CIM and an 

environmentally friendly debinding process 

• development and supply of material combinations for co-debinding and co-sintering processes 

• using simulation techniques for a more fl exible and cost-saving production of 2C-CIM parts enclosing 

simulation tools for the complete processing chain, i.e. tool design, injection moulding, debinding and 

co-sintering

• developing and providing advanced debinding and sintering concepts for 2C-CIM parts; 

• improving tool making technologies for 2C-CIM tools with tight tolerances and high precision without 

reworking 

• development of high-throughput 2C-CIM processes for prototype multifunctional ceramic parts 

• introduction of new advanced ceramic components with complex shape and combined 

functionalities 

• development of prototype systems for testing the developed automotive parts. 


2C-CIM will allow the production of advanced ceramic products on a large scale with increased functionality 

and a high degree of complexity, but at a lower cost level in comparison to other shaping techniques. The 

reason is that ceramic materials off er the possibility to combine properties like electrical conductivity with 

electrical isolation, transparency with opacity, high toughness with extreme hardness and wear resistance, 

magnetic properties with non-magnetic properties, porosity with density, etc. Moreover, all these property 

combinations can be achieved in just one shaping step without additional joining processes by 2C-CIM. 

This project will launch 2C-CIM as a high-throughput production process for complex shaped ceramic 

components in Europe. As well as for automotive and railway applications, this new technology will be of 

enhanced interest for all branches requiring ceramic materials or property combinations as mentioned 

above, because novel products could be produced by using 2C-CIM which cannot be achieved today for 

technical or economical reasons. In this way 2C-CIM will reinforce the competitiveness of the European PIM 

industry and of many industrial banches which will be able to provide new or improved products. 

Results 


Four case studies related to automotive applications and to railway application will be carried out in this 

project: 1) ceramic braking pads for high-speed trains, 2) ceramic glow plug, 3) ceramic gear wheel, and 4) 

ceramic valve seat. 

European automotive and railway industry will derive direct benefi t from the project by gaining experience 

with the prototypes, which will be developed in the case studies, by material and feedstock combinations, 

which are adjusted to the requirements of the consumers, and from the complete 2C-CIM processing chain. 

Beside the above-mentioned prototypes, the following deliverables will be provided by this project: 

• powders with modifi ed surface properties for improved feedstock preparation 

• high-pressure and low-pressure feedstocks adapted to 2C-CIM 

• interface for linking the simulation tools 

• FEM analysis results of the composite materials behaviour 

• debinding concepts for new developed materials and feedstock systems 

• processing guidelines for 2C-CIM prototype parts 

• report on life cycle and techno-economical assessment. 

Launching 2C-CIM technology in the production 

of multifunctional advanced ceramic parts will 

strengthen the competitiveness of the European 

ceramic producers, which are mostly SMEs of which 

a large extent already use CIM for manufacturing 

one-component parts. 2C-CIM technology will open 

new market segments for the ceramic producers. 

2C-CIM testing component consisting of black and white zirconia 

Fraunhofer IKTS 

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Acronym: CarCIM 

Name of proposal: Integration of Two-component Ceramic Injection Moulding for Large-scale 

Production of Novel Multifunctional Ceramic Components for Automotive 

and Railway Applications 



Total cost: 3,763,566 € 






Sector: Multi 



Coordinator: Dr-Ing. Moritz Tassilo 

Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. 

Winterbergstr. 28 

E-mail: 


tassilo.moritz@ikts.fraunhofer.de 

Tel: +49 (0)351 2553-747 

Fax: +49 (0)351 2554-197 

Partners: AET d.o.o. SI 

ARC Seibersdorf research GmbH AT 

Baikowski Chimie FR 


Commissariat à l’Energie Atomique FR 

Centro Ricerche FIAT Società Consortile per Azioni IT 

Degussa AG DE 

Fundiciones del Estanda, S.A. ES 

FOTEC Forschungs- und Technologietransfer GmbH AT 

INMATEC Technologies GmbH DE 


Ernst Wittner GmbH AT


Cleanmould 

Boat Hulls with Enhanced Performance 

This ambitious project aims to develop new environmentally friendly manufacturing 

processes using lightweight fi bre reinforced thermoplastic for the production of 

composite structural vehicles. As an example, the technology will be be used to 

produce an innovative semi-trailers and boat hull at lower cost, with enhanced 

performance and inherent recyclability. 

Background 

Composite materials off er the designer the ability to manufacture lightweight structures coupled with 

high strength/stiff ness and excellent corrosion resistance. Composite materials are widely employed in the 

manufacture of work and leisure boats; however, these composite materials are predominantly based on 

room temperature curing resins such as polyester, vinyl ester, etc which emit a solvent during processing and 

are diffi cult to recycle. In recent years, the same materials have been increasingly used within road vehicles 

such as cars, trucks and semi-trailers. The key problem addressed by this project is the manufacture of large 

surface area structures (e.g. boat and semi-trailers) utilising liquid thermoplastic composite resins, which 

contain no solvents and which polymerise within the mould to form a high performance environmentaly 

stable structures that have better results over conventional thermoset resins. These thermoplastic structures 

are easier to recycle into short fi bre reinforced components for re use across a wide range of industries. 

Objectives 

This project aims to use an innovative form of thermoplastic composite resin based on polybutylene 

teraphthalate (PBT) oligomer technology to address the shortcomings of the above products and 

processes. 

This technology involves using PBT oligomers that melt at low temperatures (160ºC) into low viscosity 

liquids (i.e. 20 centipoise), which can then be used to impregnate or wet-out the fi bres and thereby achieve 

a high fi bre content (50% by volume) and thus a product that has enhanced structural performance. The PBT 

oligomers are polymerised in the mould using a catalyst in the melt. Once the PBT oligomer polymerises in 

the mould, fi bre-reinforced PBT polymer composites are formed that have exceptionally good mechanical 

properties and a melting temperature of 260ºC. 

PBT oligomer technology enables composite structures to be processed utilising conventional liquid 

thermosetting resins processes (i.e. vacuum infusion, preimpregnation, etc.) but with all the benefi ts of 

thermoplastics. 


Basmiler and Halmatic will provide detailed product specifi cations for the 13.6 m fl at bed semi-trailer and 8 

m boat hull respectively. These specifi cations will form the focus of the project against which the developed 

thermoplastic composite case study applications will be measured. Cyclics will develop the low melting point 

and low viscosity thermoplastic PBT oligomers. These compounds will include the catalyst, pigmentation and 

fi re resistance compounds. Cyclics will work closely with Ahlstrom and supply the PBT oligomers in a form 

suitable for incorporating with continuous fi bre reinforcement fabrics. Ahlstrom will develop all the necessary 

fi bre-coupling agents and sizes necessary to achieve good fi bre-resin interfacial strength. Ahlstrom will also 

develop techniques to incorporate the PBT oligomers into the fi bre fabrics for ease of handling and use by 

Halmatic and EPL during processing trials. EPL and IKV will determine the optimum processing windows (time, 

temperature, pressure) and process conditions for achieving good wet-out of the fi bres and low voidage. IKV 

will determine the mechanical properties of test laminates moulded under optimum conditions. This data 

will be used by EPL to design the 13.6 m semi-trailer and 8 m boat hull. In order to validate the design, critical 

203

204 


sections of the semi-trailer and boat hull will be moulded by Halmatic and tested by IKV. Critical sections 

include measuring the pullout strength of inserts and joints, etc. Having determined a design, Halmatic will 

produce prototype moulds for the semi-trailer and boat hull. Halmatic will then manufacture the semi-trailer 

and boat hull case study structures that will be tested by Basmiler and Halmatic respectively. Throughout the 

course of the project, IKV will develop techniques to recycle and reprocess all the thermoplastic composite 

materials produced during all the various processing steps, including the fi nal moulded parts. 

Results 

Key deliverables will be: 

1. Confi rmation of the technical, economic and environmental benefi ts 

2. Development of PBT oligomers with low melting point (150ºC) and low viscosity (20 cP) 

3. Development of PBT composites with up to 50% Vf with excellent mechanical properties 

4. Demonstration that critical sections of two case study components can be manufactured 

5. Two moulded case study components (boat hull and semi-trailer) that have been evaluated under inservice 

conditions. 

Socio-market benefi ts include: 

Trailer 

Lower weight means more payload, fewer journeys, fuel savings, emission and CO 2 reductions, less road 

damage when empty, improved air quality. The integrated design means reduced cost, more effi cient design 

and better crash structures. Socio-economic factors include increased competitiveness, recyclable product, 

longer life (40 vs. 20 years) raw material savings, aerodynamics provide 7.5% fuel savings equal to £3 000 per 

year and 8.5 tonnes CO 2 , and no volatile organic compounds (VOCs). 

Boat 

Physical benefi ts include increased toughness, impact resistance and longer life. Manufacture benefi ts 

include reduced labour, and the automated process provides knowledge and technical advantage over 

cheaper imports. Socio-economic factors include it being recyclable, has no VOCs and a clean technology. 

Keywords: Plastic recycling boat semitrailor road maritme chemistry 

Euro-Projects LTTC Ltd 

Large heavy goods vehicles offer great scope for weight reduction Composite boats benefi t greatly from composite materials 

VT Halmatic


Acronym: Cleanmould 

Name of proposal: Boat Hulls with Enhanced Performance 



Total cost: 2,579,116 € 







Website: http://www.cleanmould.net 

Coordinator: Mr Boyce Gerard 

Euro-Projects (LTTC) Ltd 

1-3 Fowke Street 

E-mail: 

UK LE7 7PJ Rothley 

g.boyce@europrojects.co.uk 

Tel: +44 (0)1162 376693 

Fax: +44 (0)1162 303989 

Partners: Basmiler Equipamentos Rodoviarios De Norte PT 

VT Halmatic Ltd UK 

Ahlstrom Glassfi bre OY FI 

Dow Deutschland Gmbh DE 

Institut fuer Kunststoff verarbeitung DE 

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OFIENGINE 

Development of the New Thermal 

Spraying Equipment and Technology for 

Production of Components for Marine 

Transport Engines 

The improved maintenance and reliability behaviour of two-stroke diesel engines 

are becoming the key factors for fi nal users and industrial suppliers. The project 

objectives, therefore, are as follows: 

• to develop the technology of manufacturing marine engine components with improved 

technical and service characteristics using novel thermal spraying techniques 

• to develop the new thermal spraying equipment for production of the components 

for marine transport application. 

In order to achieve these objectives, an oxy-fuel ionisation (OFI) installation will be 

developed that gives the best coating structure and in-service performances but with 

1.5-2.0 times reduced process costs in comparison with HVOF spray techniques. 

It is intended that the oxy-fuel ionisation technology will be developed up to a 

prototype unit for marine transport application. 

Background 

The two-stroke large bore diesel engine is recognised as the most economical and reliable prime mover for the 

marine fl eet with a long running time. Many parts of the diesel engine are being currently critically reviewed 

with the purpose of increasing their durability and reliability with a minimum of maintenance requirement. 

The exhaust system is a cost-intensive part of the engine and its operation under extreme load conditions 

forces the need for engineered materials, maintenance and reconditioning services for these components. 

Expensive materials are required to endure erosion at high temperatures, pressures and corrosion deposits, 

Nimonic alloy being the most renowned material for this application but the standard valve spindles are 

manufactured out of heat-resistant steel with a hard-faced seat area. The cost of these materials, and the 

need to reduce service intervals, are a signifi cant proportion of the price of an exhaust valve, justifying the 

need for eff ective maintenance and reconditioning procedures. The usual procedures involve the welded 

satellite recharge of valve seats and HVOF application of cermets on to a valve spindle. 

Objectives 

The purpose of this project is to solve this situation, thus increasing the durability of the exhaust system and 

the global engine, by the development of a new oxy-fuel ionisation (OFI) thermal spray technology. This is 

able not only to generate the technically required coatings to fi ght the identifi ed wear mechanisms but also 

to compete with the current processes in cost, reliability and industrial aff ordability. 

Summarising, the objectives should be: 

• to increase the durability of critical exhaust components (valve spindles, seats, etc.) and other pieces 

of two-stroke diesel marine engines by the use of advanced coatings

• to reduce the cost of manufacturing coated components 

• to increase the number of suppliers off ering these services and thus increasing the eff ective quality of 

the components used in marine diesel engines 

• to develop the technology of manufacturing marine engine components (valve spindles, valve seats, 

piston rods, cylinder cover and connecting rods) with improved technical, economic and service 

characteristics using novel thermal spraying techniques 

• to develop the new thermal spraying equipment for producing the components for marine transport 

application. 


The project’s work is divided into seven technical work packages. 

Work Package 1: Specifi cations: A complete data collection and compilation of the specifi cations will be 

performed on the existing practices and desirable product properties. 

Work Package 2: Development of the new thermal spraying equipment: The objective is to develop, design 

and manufacture the prototype oxy-fuel ionisation (OFI) unit. 

Work Package 3: Development of OFI coatings and procedures: The coatings will be developed, evaluated 

and compared to coatings applied by conventional HVOF and HFPD spraying. 

Work Package 4: Manufacturing the coated marine engine components: The objective concerns manufacturing 

and testing the marine engine components. 

Work Package 5: Testing of the developed coated marine engine: The objective is integration of the developed 

marine engine components and testing in the industrial partners’ system. 

Work Package 6: Mathematical modelling of thermal spraying process and optimisation: The objective deals with 

the modelling of a pressurised diff usion fl ame, which will include the interaction of the high-velocity and hightemperature 

plasma-fl ame exiting from the Laval nozzle with the surrounding gas at atmospheric pressure and 

with the substrate, as well as the kinematic and thermal behaviour of powder particles injected within the jet. 

Work Package 7: Dissemination and exploitation of results: The objective is awareness raising and providing 

information to the main stakeholders, and these are research and expert institutes, industry managers, 

policy-makers and main environmental and technology associations. 

Results 

The expected results of OFIENGINE are the following: 

• Reduction (2-3 times) in the maintenance and service requirements for diesel components. 

• Reduction in the process cost of coated components by 50%. 

• Increasing the range of materials deposited starting from low-melting Al and Cu without oxidation to 

metals, superalloys, carbides and oxides. 

• Increase of the wear-corrosion resistance of valve spindle components. 

• Increase the thermal isolation and corrosion resistance of pistons crowns, valve bottom-heads, etc. 

• New developed equipment made available to the market. 

• Engine components manufactured by the new process made available to the market. 

Keywords: Thermal spraying, coating, marine 

engine, valve spindles, valve seats, 

piston rods, cylinder cover 


Schematic diagram of the OFI spraying process 

207

208 


Acronym: OFIENGINE 

Name of proposal: Development of the New Thermal Spraying Equipment and Technology 

for Production of Components for Marine Transport Engines 



Total cost: 2,257,950 € 







Website: http://www.ofi engine.net 

Coordinator: Dr Pelayo Rivera Alberto 

Foundation INASMET-Tecnalia 

Paseo Mikeletegi, 2. Technological Park 

E-mail: 

ES 20009 San Sebastian 

apelayo@inasmet.es 

Tel: +34 (0)943 003617 

Fax: +34 (0)943 003800 

EC Offi cer: Michail KYRIAKOPOULOS 

Partners: Centre National de la Recherche Scientifi que FR 

PYROGENESIS SA GR 

BPE International Dr.Hornig GmbH DE 

JAVICAN S.L. ES 

MECANIZADOS Y MONTAJES ARAIN S.A.L. ES 

MECANIZADOS KANTER S.A. ES

RC2 

Reduction of Cycle and Cost 


The RC2 project goal is to reduce manufacturing costs and production lead 

time. RC2 will deliver not only an innovative manufacturing process based on the 

combination of rapid prototyping with the most suitable fi nishing but also 

Background 

RC2 results will permit a drastic decrease in cost and lead time for the manufacturing of functional prototypes 

used in R&D for the new products required by the transport sector and especially by industries working in 

gas turbines. 

In collaboration with PEP, TURBOMECA has recently succeeded in manufacturing a complex-shaped rough 

part by the laser sintering of metal powder (i.e. without tools). 

However, because of sintering limits, fi nishing techniques are necessary to meet market technical 

requirements for the following: 

• surface condition and size tolerance 

• thermo-mechanical properties. 

From both an economical and technical point of view, fi nishing processes for these will have to be developed 

due to the diff erences in surface condition and in porosity of the rough parts, obtained either by rapid 

prototyping or by conventional machining. 

The RC2 process will lead to a reduction in the time taken to design and to fabricate a functional prototype 

by 50%, involving a reduction in time to market by 10%. 

The application of RC2 results would lead to a 20% reduction in time to market in the maritime sector. 

The RC2 process will also reduce the waste linked with conventional manufacturing process. 

Objectives 

The fi rst goal of the RC2 project is to speed up the time to market of new products for the transport industry 

but also to boost innovation by reducing both cost and lead time of functional prototypes by 50%. 

The RC2 strategy helps in the development of a specifi c manufacturing process, including a methodology to 

be applied for any kind of complex-shaped mechanic part, and through a proven manufacturing reference. 

The research activities in the RC2 project will be focused on: 

• the development of parameters for the rapid prototyping (RP) machine in order to obtain rough parts 

using raw materials through a single operation 

• the development and adaptation of the usual fi nishing techniques for parts made by RP 

• the development of a MMP process specifi c to parts made by RP 

• the development of the process that associates RP and the most suitable fi nishing process permitting 

a reduction in cost and lead time by 50%, while obtaining fi nal parts which respond to engine 

manufacturers’ requirements. 

This work will be completed by detailed researches on the correlation between the matter phase and surface 

quality. 

The consortium will work on several gas turbine components but more specifi cally on static and rotating 

complex-shaped parts of the gas path (for compressor and cold turbine test bench), and of the fuel system. 

These components are parts of helicopter, train or vessel engines. 

209

210 



The main research strategy of the RC2 project is to focus on developing the fi nishing techniques applicable 

to parts manufactured with laser sintering/melting technologies. Contrary to many other projects, RC2 will 

not focus on developing laser sintering and melting technologies but on implementing them as soon as they 

become fully operational. 

The RC2 project is composed of the following work packages: 

• selection and modifi cation of parts due to be manufactured with future RC2 processes 

• development of an original experimental method based on the optimised combination of the 

techniques of rapid prototyping, and innovative and usual fi nishing techniques 

• manufacturing of selected components through rapid prototyping 

• development of the innovative fi nishing MMP on selected components 

• development of innovative machining, thermo-chemical and mechanical fi nishing on selected parts 

• validation of the new manufacturing process capability to meet thermo-mechanical requirements for 

functional prototype applications 

• dissemination of the results. 

Results 

The reduction of cost and lead time for manufacturing functional prototypes will lead to a reduction in 

time to market of 10%, and this in a highly regulated industrial sector such as the aeronautical sector. In 

maritime sectors, where the regulations are less constraining, a qualifi cation phase needs less time than an 

aeronautical certifi cation. The application of RC2 results would lead to a 20% reduction in time to market in 

the maritime sector. 

To elaborate a part with conventional manufacturing techniques, it is necessary to start from a block and to 

remove material, which generates a lot of waste such as chips and cutting oil. The RC2 process involves the 

creation of a part by adding material. By doing so, we will reduce the quantity of industrial waste. 

In the longer term, we estimate that rapid prototyping will replace the type of machining currently used, for 

example like high speed machining (HSM). 

Even if, for various reasons, rapid prototyping was to be reserved for only the small series and for technical 

prototypes in good matter, the RC2 results will be exploitable in many other sectors, like for example: 

• aeronautics 

• automotive 

• medical sector 

• industries that must regularly renew their models or that work by collections or seasons. 

The use of the RC2 process in production will pave the way for new designs and for new markets, which are 

represented by parts that were unavailable due to the previous techniques, either due to their complexity or 

for physical reasons.

Acronym: RC2 

Name of proposal: Reduction of Cycle and Cost 



Total cost: 4 223 806 € 




Sector: Multi 



Coordinator: Mr Aubourg Nicolas 

TURBOMECA SA 

Avenue Joseph Szydlowski 


E-mail: 

FR 64511 Bordes Cedex 

nicolas.aubourg@turbomeca.fr 

Tel: +33 (0)5 59 12 53 70 

Partners: Pôle Européen de Plasturgie FR 

BESTinCLASS France FR 

BESTinCLASS Switzerland CH 

École d’ingénieurs de Genève CH 

FUNDACION TEKNIKER ES 

SPASA ES 

211

212 


SLC 

Sustainable Production Technologies 

of Emission-reduced Lightweight Car 

Concepts 

SLC pools the expertise and resources of 38 organisations to develop new 

lightweight vehicle concepts up to 50% lighter than present high-volume cars. SLC 

will address present limitations on advanced material processing, multi-material 

joining technologies and simulation tools (crash, fatigue, cost and sustainability). 

Background 

The European Commission estimates in its White Paper, European Transport Policy for 2010: time to decide , 

that the demand for passenger transport in the EU will rise by 24% between 1998 and 2010, with an expansion 

of the car fl eet by 3 million vehicles a year. This, together with the fulfi lment of the EC directive on end-of-life 

vehicle recycling of 95% recycling rate, is a key challenge for the European transport industry if it is to enable 

a sustainable mobility in Europe. 

As 28% of the emissions of CO 2 are related to transport (of which 84% are by road transport), reduction of CO 2 

emissions in road transport is crucial to achieve the targets agreed in the Kyoto Protocol. Weight saving is one 

of the most eff ective ways to reduce fuel consumption and thus CO 2 emissions of road transport. An example 

for the potential environmental impact of weight saving in SLC is described in the fi gure below. 

Addressing these challenges while maintaining a vehicle’s safety performance is crucial for the competitiveness 

of the European automotive industry, which employs over 12 million EU citizens. Only by maintaining the 

knowledge-intensity of automotive manufacturing at a maximum level can the EU avoid massive transfers 

of car production to lower wage regions in the world, so it is imperative to preserve and increase the highquality 

employment. 

Objectives 

Today it is possible to construct vehicles with considerable weight reductions in expensive small/medium 

volume series. SLC focuses on drastically reducing the weight of mass-produced vehicle structures (e.g. Golf, 

Astra, Megane, Punto, etc.) and addresses specifi c challenges such as a low acceptance rate of risk and quality 

variance, short production cycle times, low manufacturing costs, short time-to-market and recyclability. 

SLC’s main objective is to develop the integrated knowledge and technological capabilities required to 

design, engineer and manufacture multi-material car bodies at mass volumes (1 000/day) with a substantial 

weight reduction of up to 50% of body-in-white (BIW), combined with reduced raw material consumption of 

up to 30%. This will compare to series vehicles at manufacturing and assembly costs that do not signifi cantly 

exceed those of state-of-the-art series cars of the same class (i.e. average costs of up to €5/kg weight 

savings). 

To overcome these challenges, knowledge and technological capabilities will be developed in three main 

areas: 

• concepts and design (for parts, modules and BIW) 

• forming and joining technologies (including surface quality) 

• tools and enabling technologies (design, simulation and multi-parameter optimisation tools).


The multi-material concepts development approach avoids any mono-material-driven design methodology. 

It puts the overall vehicle’s functionalities fi rst, and then deploys them to sub-modules/parts, making the 

optimal material choice on a part-by-part basis based on overall vehicle performance. This is the driving force 

steering the research in other areas, favouring functional requirements-based competition among diff erent 

materials and technologies. 

In parallel to concept development, SLC will research on advanced material processing (FRP, light weight 

alloys, advanced steel, etc.), multi-material joining technologies (e.g. welding, brazing, adhesive bonding, 

mechanical joining and others), design/simulation tools needed for multi-material vehicles/parts (crash and 

fatigue behaviour, LCA and costing) and recycling technology applicability. Finally, the SLC front structure 

demonstrator will be built up, and virtually and physically tested. 

SLC is structured around four technical subprojects covering the following domains: 

• vehicle design and engineering 

• forming and joining technologies 

• design, simulation tools and other enabling technologies 

• the actual development of a front-end structure demonstrator and virtual car body. 

The exploitation of the research results will be supported to ensure that the fi rst high volume series cars can 

be on the road in 2012. 

Results 


The main result of SLC will be a virtually designed multi-material lightweight aff ordable car-body concept 

(including a front structure demonstrator for results validation) fi tting in with the scenario of up to 1 000 cars/ 

day off ering 30% reduction in weight compared to the 2004 benchmark cars on the market. SLC experiences 

will also result in a library of multi-material architectures. 

SLC will deliver forming technologies with reduced manufacturing cost and/or cycle times. Other forming 

technologies shaping high performance external panels (while providing A-class surface quality) and new 

joining technologies for cost-effi cient high-volume multi-material assembly will also be delivered. The body 

assembling sequence will be optimised. Moreover, SLC will analyse their applicability in less stringent midvolume 

vehicle classes as well as in other transport modes (including rail). 

Finally, SLC will provide the tools and technologies required for multi-material concept design under 

industrial conditions. These will be shaped as databases and toolboxes integrated in simulation software 

for crash, fatigue, static, costs, LCA, and off ering robust and accurate predictions for multi-material designs 

developed in SLC. 

Through a large participation of the automotive industry and through coordination of R&D exploitation by 

EUCAR, the SLC results will fi nd their way to the engineering departments and production sites. 

Keywords: Lightweight vehicle, car body structures, multi-material concepts, multi-parameter 

optimisation, forming, joining, design for life-cycle sustainability, CO 2 emissions reduction 

Potential reduction of C02 emissions of a compact class car Preliminary lightweight body concept 

Volkswagen AG 

SuperLIGHT-Car project 

213

214 


Acronym: SLC 

Name of proposal: Sustainable Production Technologies of Emission-reduced Lightweight Car Concepts 



Total cost: 19,142,404 € 






Sector: Road 



Website: http://www.superlightcar.com 

Coordinator: Dr-Ing. Goede Martin 

Volkswagen AG 

Berliner Ring 

DE 38636 Wolfsburg 

E-mail: martin.goede@volkswagen.de 

Tel: +49 (0)5361934868 

Fax: +49 (0)536195734868 

Partners: Volvo Technology Corporation SE 

Centro Ricerche de FIAT IT 

Adam Opel AG DE 




Porsche Engineering Group GmbH DE 

Institut für Kraftfahrwesen Aachen der RWTH Aachen DE 


Hydro Aluminium a.s DE 

IVM Automotive Bad Friedrichshall GmbH DE 


Ove Arup & Partners Limited UK 


ALCAN Airex AG, Werk Altenrhein CH 

ARCELOR LU 


DIEFFENBACHER GMBH + CO. KG DE 

DOW EUROPE Gmbh - Freienbach Branch CH 

LASER ZENTRUM HANNOVER E.V. DE 


Polytec Composites Italia s.r.l. IT 

Sistemas y Procesos Avanzados S.L. ES 


UNIVERSITA´ POLITECNICA DELLE MARCHE IT 

University of Perugia IT 


Engineering Research Nordic AB SE 

ESI Software FR 

Technische Universität Darmstadt DE 

Technische Universiteit Delft (Delft University of Technology) NL 

University of West Bohemia CZ 

PE Europe GmbH DE 

Materials Engineering Research Laboratory Ltd UK 

Comau S.p.A. IT 

HEATform GmbH DE 


Corus Technology B.V. NL


and recycling of vehicles and vessels 

(Including post-Prestige package) 

ALERT 

Assessment of Life-cycle Effect of Repairs 

on Tankers 

The ALERT project (Assessment of Life-cycle Effect of Repairs on Tankers) will 

undertake a thorough examination of the current practices of European industry in 

the fi eld of ship repair, and to propose improvements to the underlying processes 

in consultation with industry. 

Background 

Tankers carry close to 40% of the world’s seaborne trade. In 2003, 57% of all the oil consumed in the world 

was transported by sea – approximately 2 200 million tonnes. 

The tanker Prestige suff ered a structural failure in November 2002 in heavy seas off northern Spain and 

developed a severe list. One of the outcomes of this casualty was the expression of a new doubt by some 

regulators on whether major repairs conducted on older ships could be considered safe. The reason this 

new doubt was expressed was that the M/T Prestige had extensive repairs 18 months prior to its accident. 

Furthermore, these repairs were conducted under the Enhanced Survey Records, appearing to indicate that 

the procedures of the classifi cation society were followed and that no shortcuts were taken. In the absence of 

a generally accepted explanation for the cause of the accident, the above events have resulted in questioning 

the safety of conducting large repairs on older ships. There are a number of obvious and compelling reasons 

as to why this question needs to be addressed from a rational and technical standpoint. The present proposal 

aims to address this issue by concentrating on those recommendations contained in the Prestige accident 

investigation report that are relevant to ship repairs. 

Objectives 

1. Undertake a thorough examination of current practices in the fi eld of ship repair and propose 

improvements to the underlying processes in consultation with industry. 

2. Review existing and emerging technologies appropriate for ship-repair practices, and propose areas for 

the development of technologies for future application. 

3. Improve the effi ciency of tankers by considering inspection, maintenance and repair scheduling. 

4. Consider a framework that will be capable of determining, rationally, the extent of repair work that an 

existing ship could safely undergo with minimum additional risk of structural failure. 

5. Promote a safe transportation system for Europe. 

6. Reduce human losses, injuries and environmental damage risk associated with transportation of 

hazardous goods by tankers. 

7. Encourage best practice in the tanker shipping and ship repair community. 

8. Eff ectively disseminate the results and facilitate their acceptance by European society and by industry. 

9. To coordinate these eff orts and to demonstrate the positive eff ect of this coordination through the 

participation in integrated projects (IPs), Networks of Excellence (NoEs), 

Strategic Targeted Research Projects (STREPs) and other Coordinated Actions (CAs) for the eff ective 

distribution of best practice. 

215

216 



Project ALERT will consist of fi ve partly interdependent work packages carrying out all of the coordination 

activities. Work Package 5 is an integration package where exploitation activities, such as preparing research 

proposals and the dissemination of ideas generated within the project to a wider community, are carried out 

in light of the studies performed in Work Packages 1-4. 

Work Package 1 will investigate existing ship repair practices; Work Package 2 will provide a study into 

condition monitoring of ships; Work Package 3 will study the structural strength assessment of tankers; Work 

Package 4 will study several areas of through-life management of tanker structures. The eff ects of operational 

profi les of tanker vessels, such as route planning and weather profi les, partial cargo loading, and heating 

of cargoes on the wastage (corrosion) rates and ultimately on the structural health of the vessel, will be 

considered. Work Package 5 aims to integrate and prioritise the research and development needs identifi ed 

in Work Packages 1-4, and disseminate and exploit the project results and prepare research proposals in 

prioritised R&D areas. Work Package 5 will be responsible for the organisation of workshops and seminars to 

be held by the project. It will develop the future roadmaps for research by integrating the future research and 

development needs identifi ed in each of the work packages. 

Results 

State-of-the-art and R&D requirement reports will be produced in the following areas: 

• standard practices, class society requirements for the repair of ships and alternative repair practices; 

• consequences of structural reliability with new to old steel replacement; 

• development of common repair, inspection and maintenance; 

• non-destructive testing of welds; 

• means of detecting fatigue cracks and recording presence of fatigue cracks prior to repairs or 

renewal; 

• corrosion detection and protection, monitoring the environment in void and ballast spaces; 

• contact damage on the strength of a ship’s side structure and strength of securing arrangements for 

openings; 

• global and local strength; 

• infl uence of residual stresses; 

• eff ect of operational profi les on structural deterioration and failures of tankers; 

• legislative responsibilities, and repair and maintenance scheduling. 

Keywords: Ship repair and maintenance, tankers, global and local strength, fatigue cracks, corrosion 

detection

Acronym: ALERT 

Name of proposal: Assessment of Life-cycle Eff ect of Repairs on Tankers 











Research domain: Strategies and processes for clean maintenance, dismantling 

Website: 

and recycling of vehicles and vessels (Including post-Prestige package) 

http://www.ncl.ac.uk/marine 

Coordinator: Prof. Incecik Atilla 


School of Marine Science and Technology 

Armstrong Building 




E-mail: 


Atilla.Incecik@ncl.ac.uk 

Tel: +44 (0)191 222 6724 

Fax: +44 (0)191 222 5491 

Partners: University of Strathclyde UK 

Bahamas Maritime Authority UK 


Materiaal Metingen Wilson Walton Int. Holding BV NL 

INTERTANKO NO 

Research Association for the Greek Shipowners Ltd GR 

Technische Universität Hamburg-Harburg DE 


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CAS 

Cost-effective Inspection and Structural 

Maintenance for Ship Safety and 

Environmental Protection throughout its 

Life Cycle 

The project aims at signifi cantly improving the reliability of assessing a ship’s condition, 

by attaching all measurements performed on an operating ship to a numerical 3D 

model of the ship. This will enable both the electronic exchange of data between 

maritime actors and a 3D visualisation of the condition of the ship’s structure. 

Background 

An increasing number of structural measurements (especially thickness measurements) is required by 

regulatory bodies for operating ships in service at sea. 

Measurement information consists of thickness measurements, visual assessment of coating and crack 

detection. In the existing situation, because there is no standardisation of data, the measurements are recorded 

manually on ship sketches or tables, which are very diffi cult to handle. Measurement information takes a long 

time to report and to analyse, leading to some repairs being performed at the next docking of the ship. 

Performing the reporting of these structural measurements effi ciently requires processing measurement 

information on a real-time basis. This would result in cost savings because a faster assessment of the ship’s 

condition and quicker decision-making could be done while the ship is still in the dock for maintenance. 

Reliability of the analysis of the measurement reports could also be signifi cantly improved by the use of 

electronic displays, associated with automatic warning devices in case of excessive deterioration of the 

structure. This is to be compared with today’s existing paper measurement reports, which are checked 

manually, page by page, by surveyors. 

Objectives 

The system is built around the design of an exchange standard format to describe, in a neutral way, the 

structural data and associated measurements. All tools used in the ship hull monitoring process are expected 

to have this exchange standard format incorporated. 

The system to be developed in this project includes such innovative features as: 

• the development of a simplifi ed and fl exible ship electronic model which can be refi ned to fi t the 

needs of classifi cation inspections 

• additional measurement information into the ship model 

• automatic updating of the measurement information into the ship model 

• the integration of robotics 

• easy handling of measurement information using virtual reality 

• immediate worldwide access. 

Systematic comparison and consistency checks of measurement campaigns will make it easy to trigger 

electronic alerts. Repair decisions and residual lifetime of the structure will be calculated with modern 

methods of risk-based maintenance modelling, with the interesting feature that the model will be updated 

after each measurement campaign.

The system to be developed is applicable to any ship type, but tankers and bulk carriers will be used as the 

main case studies due to the current focus on these ships. 


The project’s central deliverable is the format of the fi les exchanged between thickness measurement 

companies and classifi cation societies, which will take the shape of an XML schema. The fi rst step is to collect 

the users’ requirements, which will be identifi ed by the members of the project and therefore refl ect the 

points of view of all actors involved in the process. 

This exchange standard for structural data and measurement information will then be incorporated in all 

major scenarios anticipated for the use of the exchange standard: 

• input and update of ship structure geometry 

• input of measurements 

• recording of repairs 

• input from measurement robots 

• 3D visualisation of the ship structure and measurements 

• condition assessment by the classifi cation society and checking of the conformity of the condition 

with applicable classifi cation rules 

• probabilistic prediction of future structural condition. 

Prototype software tools are being built, which will validate these scenarios of use. 

All prototypes tools will be integrated and a full-scale demonstration with a real ship in dry-dock will be run 

at the end of the project. 

Results 




The major deliverable is the exchange standard format for the transfer of structural data and measurements. 

The exchange standard is expected to enable the transfer of electronic information between all the actors 

involved in the ship hull monitoring process, especially between the thickness measurement companies and 

the classifi cation societies. 

It will also enable the visualisation of the hull in 3D, for reliably checking the hull condition. 

The exchange standard is presented as an XML schema, accompanied by an exhaustive documentation. 

It is expected that this exchange standard will fi rst attract attention by its intrinsic qualities. However, this 

could later be accepted by regulatory authorities as the offi cial reporting format for measurements on board 

operating ships. Thus, the continuous and reliable follow-up of the ship condition during the whole operating 

life of the ship would certainly greatly contribute to the safety of ship operation. 

Keywords: Safety, ship, hull monitoring, thickness measurements, condition assessment ,3D, electronic 

model 

3D electronic model of a ship 

219

220 


Acronym: CAS 

Name of proposal: Cost-eff ective Inspection and Structural Maintenance for Ship Safety and 

Environmental Protection throughout its Life Cycle 



Total cost: 3,188,100 € 









Website: 


http://www.shiphullmonitoring.eu 

Coordinator: Mr Renard Philippe 

Bureau Veritas 

17 bis, Place des Refl ets 

E-mail: 

FR 92400 Courbevoie 

philippe.renard@bureauveritas.com 

Tel: +33 (0)1 42 91 52 66 

Fax: +33 (0)1 42 91 52 93 

Partners: Germanischer Lloyd AG DE 

Materiaal Metingen Wilson Walton Int. Holding BV NL 

SENER INGENIERIA Y SISTEMAS S.A. ES 



Cybernetix SA FR 

INTERTANKO NO 

TOTAL ACTIVITES MARITIMES FR 

Maritime Russian Register RU




DIFIS 

Double Inverted Funnel for Intervention 

on Shipwrecks 

The scope of the DIFIS project is the study, design (including costing, planning, 

deployment procedures, etc.) and validation of an EU reference method for the 

prompt and cost-effective intervention and remediation of tanker wrecks, dealing 

with eventual leaks and recuperating the fuel trapped in their tanks, even at 

considerable depths. The proposed method will be of general applicability so long 

as the trapped pollutant does not dissolve and is of lower density than seawater. 

Background 

A great number of wrecks exist in the sea or on the ocean bed all over the world, many of them having a 

quantity of hydrocarbons trapped in their tanks (cargo and/or fuel). Each one of these wrecks constitutes a 

more or less serious threat for the environment in the shorter or longer term. 

Maritime disasters leading to major environmental pollution happen almost regularly every two to three 

years: Amoco-Cadiz in 1978, Tanio in 1980, Aegean Sea in 1992, etc. In December 1999, the sinking of the 

tanker Erika caused a major pollution on the coasts of Brittany and triggered several measures aiming at 

the prevention of similar maritime catastrophes. Several proposals were made on the prompt mitigation of 

the results of such accidents, by treating the released hydrocarbons with intervention on the wreck to seal 

the leaks or pumping the trapped hydrocarbons out. However, few of these proposals went further than the 

conceptual state; none of them was anywhere close to a practical intervention system. 

On 19 November 2002, the tanker Prestige , loaded with 77 000 tonnes of heavy fuel oil, broke apart and sunk 

133 miles off Cape Finisterre. At the beginning of December 2002, the Prestige wreck was leaking as much 

as 125 tonnes of oil every day. Although many of the 20 leaks were stopped by the submersible Nautilus of 

Ifremer , 14 months after the accident the wreck was still leaking about 350 kg daily. An intervention method 

through special ‘shuttle bags’ was developed and tested by the Spanish company Repsol YPF to extract the 

oil from the wreck. At the end of the process, almost two years after the accident, less than 15% of the original 

fuel load of Prestige had been recuperated; 25% had leaked before its sinking, while 60% of its original load 

had slowly dispersed in the ocean during the 22 months it took to plan and implement the intervention. 

The Prestige case puts in evidence, among other things, the lack of tools, systems and methodologies for the 

prompt intervention on shipwrecks in order to confi ne the pollution and thus eliminate the source of the 

pollution threat. 

Objectives 

The DIFIS system will consist of a light, quickly deployable, fl exible structure that should stay in place until all 

the tanks of the wreck are emptied and the pollution threat eliminated. The concept, on which the proposed 

method is based, is shown in the included illustrations. 

The envisaged solution relies on gravity forces to channel the fl ux of spilt fuel towards the surface. However, 

instead of channelling the fl ux directly to the surface, where the recovery operation would be greatly aff ected 

by adverse weather conditions, the fuel-water mixture will be channelled to a buff er reservoir/separator 

some 30-50 m below the sea surface. 

221

222 



The DIFIS system is very innovative and most of its components, as well as the deployment and procedures, 

must be validated and optimised with experimentation as well as advanced modelling techniques and tools 

prior to proceeding to their detailed design. 

The leaking fuel is collected by a kind of inverted funnel, consisting of a fabric dome solidly anchored around 

and completely covering the wreck. The collected fuel is channelled, along with seawater, through a long, 

fl exible riser tube (typical diameter: 1.5-2 meters) into a second inverted funnel, or buff er bell, close to the sea 

surface (30-50 m). The buff er bell acts like a separator and reservoir. It is made from steel, having a capacity of 

several hundred tonnes (typically 1 000 tonnes or more). Fuel occupies the upper part of the buff er bell while 

heavier seawater is forced out from the open bottom. The buff er bell also has the function of a terminal buoy, 

which keeps the whole riser line in tension. The reservoir, into which the spilt fuel is channelled, is provided 

with standard equipment through which shuttle vessels can recuperate the fuel rapidly, using standard 

off shore loading equipment and procedures. 

The principal issue regarding DIFIS has to do with the behaviour of such a wide and long tube in various 

confi gurations and patterns of sea currents. The prime factor for specifying the number and strength 

of anchors, tube and cables will be the pattern of the expected sea currents, and the resulting static and 

dynamically induced pull. This is the major issue on the feasibility and costing of the system. Another not 

so trivial issue is caused by the possible vibration modes induced by the currents (VIV, vortex-induced 

vibrations), various instability modes, possible fl exing or buckling of the riser tube which in the proposed 

confi guration presents almost no torsion resistance. 

All these and other issues that will inevitably rise will be dealt with by the extensive modelling and 

experimentation activities planned within the project duration. 

Results 

The DIFIS solution is innovative both as a technical solution and as a method to tackle both the containment 

(short term) and the elimination of the pollution threat (long term) at the same time. There have been concepts 

and solution proposed before which had one or more characteristics and/or functionalities common with 

DIFIS. However, none of these solutions has progressed, to our knowledge, further than an abstract concept. 

The few methods that have actually been applied diff er drastically from DIFIS. 

Keywords: Wreck, intervention, pollution, oil slicks, environment, civil protection, sub-sea operations 

Fivos Andritsos (JRC) 

DIFIS system dome covering a wreck at the sea bottom DIFIS system buffer bell for collecting the oil from the wreck 

Fivos Andritsos (JRC)

Acronym: DIFIS 

Name of proposal: Double Inverted Funnel for Intervention on Shipwrecks 



Total cost: 3,182,900 € 









Website: 


http://www.difi s.eu 

Coordinator: Ir. Cozijn Hans 


Haagsteeg 2 

P.O. Box 28 




E-mail: 


J.L.Cozijn@MARIN.nl 

Tel: +31 (0)317493272 

Fax: +31 (0)317493245 

Partners: SENER Ingeniería y Sistemas S.A. ES 

Institut Francais de Recherche pour l’Exploitation de la Mer FR 

Commisariat à l’Energie Atomique FR 

CYBERNETIX S.A. FR 

SIREHNA FR 

Industrial Systems Institute GR 

CONSULTRANS S.A. ES 

223

224 


ECODISM 

Ecological and Economical Development 

of Innovative Strategy and Process for 

Clean Maintenance, Dismantling and 

Further Recycling of Vehicle Parts 

This project is about the eco-conception of automobiles by using adhesive joining 

technologies, which include active systems providing for further easy dismantling 

of bonded parts, at the end of a vehicle’s life or at a maintenance stage, and fi nding 

the technologies for activating these systems. 

Background 

To achieve the objectives of the End of Life Vehicle directive (ELV), the automotive industry and its suppliers 

need to come together at the design stage of the next generation of vehicles, and develop innovative 

processes and methodologies that will be used for maintenance, dismantling and recycling of car elements. 

Today, the automotive industry suff ers from a lack of solutions that could combine cost-eff ectiveness, speed, 

low energy consumption and selectivity for maintenance with the dismantling and recycling of materials, 

such as plastic, composite, glazing, metals and aluminium parts, which are being used more and more. 

Objectives 

The objective of the ECODISM project is to provide ecologic and economic processes to the automotive 

industry to overcome these diffi culties and improve its competitiveness. This will be done through the 

integration of active systems within adhesives that are expandable when exposing them to an external 

energy source. To develop processes for debonding operations, the partners will focus their eff orts on: 

• specifi cations of a wide range of active systems, type, temperature sensitivity range and coating 

preventing degradation 

• a range and type of suitable energy sources, infrared, UV and electrical 

• the technological results of the experiments and the best options for each interface 

• a computer mathematical model identifying the most suitable microspheres with the trigger options 

to match the adhesive and materials to be bonded and debonded 

• a computer mathematical model identifying the most suitable active systems with the trigger options 

for the application of curing to match the adhesive and the materials to be bonded 

• processes and methods to use these materials for debonding operations during maintenance and 

dismantling operations. 

• The consortium gathers 12 partners from six EU countries and Switzerland, and includes three hightech 

SMEs. The consortium is representative of the European automotive industry (carmakers, suppliers 

for glazing, plastic composites, etc.).


There are nine work packages merged into four main themes: 

Specifi cations: 

• Materials to bond (for example: glazing to painted metal sheet, composites to composites, glazing to 

plastics, aluminium to aluminium) 

• Geometry 

• Application methods of adhesives 

• Dismantling specifi cations, dismantling protocols and life cycle assessment (LCA) 

Adhesives and active systems: 

• Integration of active systems within adhesive (thermo-expandable microspheres, blowing agents, 

etc.) 

• Formulation of adhesives 

Assembly line compatibility: 

• Application of adhesives on concrete examples 

• Tests on application methods 

• Ensuring bonding durability 

• Ensuring the durability of the debonding capability 

• Full-scale tests 

Energy sources – optimisation and modelling: 

• Selection of adapted activation sources (IR, UV, microwave, etc.) 

• Computer modelling of delivering method energy 

• Computer modelling of the debonding process 

Results 

The main achievements and deliverables are: 

• Specifi cations 

• First generation of adhesive active systems 

• Assembly methods 

• Computer model of the debonding process 

• Second generation of adhesive active systems 

• Final reports on bonding and debonding durability 

• Final Report on LCA 

• Dismantling protocol 

Keywords: Recycling, ELV, maintenance, adhesives, adhesion, IR 




225

226 


Acronym: ECODISM 

Name of proposal: Ecological and Economical Development of Innovative Strategy and Process 

for Clean Maintenance, Dismantling and Further Recycling of Vehicle Parts 



Total cost: 2,296,484 € 






Sector: Road 




Coordinator: Mr Bravet Jean-Louis 

Saint-Gobain Sekurit 

Rue du Marechal Joff re 

E-mail: 

FR 60150 Thourotte 

jlouis.bravet@saint-gobain.com 

Tel: +33 (0)3 44 92 36 07 

Fax: +33 (0)3 44 92 36 35 

Partners: EFTEC AG CH 

PLASTIC OMNIUM EQUIPAMIENTOS EXTERIORES, S.A. ES 

Akzo Nobel Surface Chemistry AB SE 

FIAT AUTO SpA IT 

Debonding Limited UK 

CERAMICX IRELAND Ltd IE 

RESCOLL TECHNOLOGICAL CENTER FR 

ECOLE NATIONALE SUPERIEURE DE CHIMIE PHYSIQUE DE BORDEAUX FR 

Foundation Inasmet ES 

INDRA SA FR 

ALMA Consulting Group S.A.S. FR




ECODOCK (ex GREENDOCK) 

Enviromentally friendly coatings for ship 

building and ships in operation 

EcoDock focuses on the optimisation of marine coating activities during the entire 

ship’s lifecycle and considers economy, technical performance, environmental 

impact and health and safety issues. 

Background 

The EcoDock starting point is the fact that maintaining costs for ships are increasing as a result of increasing 

legislation and regulation. The average cost for applying paint to a new ship can be less than $1.50/sq.m. 

but up to $50/sq.m. to repair it during the vessel’s life. During the past fi ve years, marine coating processes 

have changed due to advanced material developments, changed production systems and international 

regulations. The application of concurrent engineering and production approaches reduces the timeframes 

for marine coating processes. Marine coating is not just a complex technology area due to the large variety of 

production parameters but also because diff erent industrial parties are involved with competing objectives. 

Ship-owner, shipyard, marine paint supplier, classifi cation society and public authorities have diff erent 

intentions during the lifecycle of a ship. Apart the diff erent objectives, the technical background of the 

parties involved in many cases is diverse and therefore the introduction and acceptance of new technologies 

and concepts can be slow. EcoDock intends to stimulate the communication and provide common baseline 

information to introduce new coating technologies. 

Objectives 

The overall objectives of EcoDock are in this context: 

• to improve the performance of marine coatings during the lifetime of a ship 

• to reduce environmental impact of marine coatings during the ship’s lifecycle 

• to provide independent assessment of marine coating systems 

• to establish a European communication platform in order to stimulate the information exchange of 

the parties involved 

• to speed up the application of advanced environmentally friendly materials and production processes 

in the building of new ships, repair and operation. 

The technological developments in the work programme will focus on paint systems that are most relevant 

according to the economy, technical performance, environmental impact, and health and safety issues. 

Although the relevance depends on the vessel type, the main areas of interest will be: 

• corrosion protection in ballast tanks and cargo holds 

• antifouling at underwater areas 

• visual impressions of the superstructure. 


The project work plan contains seven interrelated work packages. 

WP1: Development of advanced paint systems 

In this work package various characteristics of advanced marine paint systems are investigated. It includes 

research on new polymer binders, anticorrosion eff ects of paint pigments, fi lm formation and solvent 

entrapment, and properties of paints based on nano-composites. 

WP2: Application technologies for advanced paint systems 

227

228 


The introduction of new paint systems, like high volume solid or waterborne systems, requires modifi cations 

of the production processes. The objectives of this work package are benchmarking coating systems and the 

specifi cation and evaluation of surface preparation and paint application technologies for advanced paint 

systems in order to achieve best product performance in diff erent production environments. New building 

state, onboard maintenance and repair work will be considered. 

WP3: Performance assessment of advanced paint systems 

This work package develops and establishes standardised test methods and criteria for quality assessment 

of marine paints. The work focuses on anticorrosion testing in ballast tanks and cargo holds, and antifouling 

properties of the ship’s hull. 

WP 4: Assessment of health and safety conditions for marine paints 

Almost all coating materials in the shipyards contain hazardous components. WP4 analyses the eff ects and 

improvements of advanced coating materials and application technologies on the working conditions. The 

WP defi nes and develops a respective measurement methodology, performs measurements during the 

production process and then defi nes requirements to improve operational safety. 

WP 5: Assessment of environmental infl uence of advanced paint systems 

This work package provides information on the short-term environmental impact of shipyard processes 

regarding distribution of antifouling biocides in the environment. These examinations will be complemented 

by the development of a method for the determination of biocide leach rates from antifouling paints. 

WP 6: Specifi cation of computer-supported coating management systems for a ship’s lifecycle 

Coating activities and the coating products have come under increasing scrutiny over recent years for shipowners 

and shipyards. However, most of the related activities are paper-based and only partly supported 

by computer systems. The objective of this work package is the development of a modular software tool 

supporting coating activities during the ship’s lifecycle. 

WP 7 European Coating Management Platform 

This work package disseminates the research result and stimulates the information exchange between 

parties involved in the marine coating process. 

Results 

The main results of the project will be: 

• Comprehensive background information on paint characteristics 

• Concept for robotic spraying 

• Concept for automatic paint removal in ship repair 

• Benchmark of surface preparation and application technologies 

• New test methods for antifouling and anticorrosion performance measurements including internal 

stress 

• Health and safety assessment in ship repair 

and initial ventilation measurements 

• Baseline data for the environmental impact 

at new building and repair yards from 

sediment sampling and analysis 

• Optimised method for release rate 

measurements 

• Mock-up of coating management software 

• Establishment of a European research and 

development communication platform. 

Keywords: Marine coating, surface preparation, 

marine paint application, marine 

coating manager 

Performance test of marine antifouling paint systems 

DNV

Acronym: ECODOCK (ex GREENDOCK) 

Name of proposal: Enviromentally friendly coatings for ship building and ships in operation 



Total cost: 2,955,000 € 









Website: 


http://www.ecodock.net 

Coordinator: Mr Etzold Lars-Eric 

Meyer Werft GmbH 

Industriegebiet Süd 




E-mail: 

DE 26855 Papenburg 

Etzold@MeyerWerft.de 

Tel: +49 (0)4961814329 

Fax: +49 (0)496181940690 

Partners: Odense Steel Shipyard Ltd DK 

Blohm + Voss Repair GmbH DE 


Safi nah Ltd. UK 

Newcastle Primary Care Trust UK 

University of Newcastle UK 

SYNPO, akciová spolecnost CZ 

Forschunszentrum des Deutschen Schiff baus DE 

229

230 


EU-MOP 

Elimination Units of Marine Oil Pollution 

The project addresses the concept of autonomous units (EU-MOPs) that are capable 

of fi ghting oil pollution at sea. Hence its end result will be the design of low-cost 

units that can be released at the spill area and confront oil mechanically. The entire 

spill can be covered using a number of these units. 

Background 

Oil pollution, arising either from marine accidents or from ship operations, is one of the major problems that 

threaten the equilibrium of the marine environment. The severity of the situation, for open and confi ned seas 

alike, has never been evaluated to its fullest extent, due to the lack of comprehensive data. Only estimates 

can be given on the quantity of oil that fi nally ends up in the sea from all possible sources (ships, fi xedshore 

installations, etc.). These estimates, although not particularly accurate and very dependent on the 

database employed, reveal the criticality of the problem at hand: 1.7 to 8.8 million tons per year, with an 

average of about 2.5 million tons per year being the most commonly accepted rate. This is the amount of oil 

that eventually reaches the sea. The issues of oil pollution and spill confrontation have attracted increasing 

research eff orts over the past 25-30 years. The preservation of the marine environment is of extreme 

importance and therefore all possible dangers/problems that threaten it must be dealt with determination 

and effi ciency. In the post- Prestige era, it is now time for a completely new and multidisciplinary concept for 

handling oil spillage in European waters to be developed. This will yield environmental benefi ts, an impulse 

to the respective industry and it will result in an exportable product for marine oil spill confrontation. 

Objectives 

There is an existing and direct need for a continuous renovation of the relative anti-pollution methodologies 

and equipment, always striving to minimise or eliminate the adverse eff ects an oil spill has on the environment. 

Such a goal must be incorporated in all hierarchical levels, at the same time taking all necessary legislative 

and surveillance measures to prevent the emergence of oil spills in the fi rst place. However, it is an undisputed 

fact that as long as oil-carrying vessels sail the seas, tons of oil will eventually end up in the seawater. In eff ect, 

and taking into account the increase of oil-related traffi c of recent years, effi cient operational techniques that 

allow for the control and the elimination of observed oil spills are imperative. In this context, the research 

objectives of the EU-MOP project are to establish: 

1. innovative technologies in oil spill management 

2. pioneering devices/units for oil spill response 

3. an integrated framework for oil spill management 

4. an advanced structure for the dissemination of oil pollution response policies. Moreover, validation, 

proof of concept and virtual (simulation) experiments are included in the project. 


The work focuses on the design of the unit, the artifi cial intelligence platform, the oil-processing scheme, 

on cost-benefi t analysis and on response logistics at both strategic and tactical levels. Thus the project is 

formulating an advanced approach for spill management issues, including mobilisation, application tactics, 

strategic management, logistics, etc. Emphasis will also be given on the logistics and support chain of the EU- 

MOP concept and operation: the implemented logistics and the corresponding techniques will be properly 

assessed in terms of effi ciency, functional facilitation and continuous service enhancement. Some of the 

technological challenges involved in the project’s work plan and selected points from its technical annex are:

1. energy source and propulsion 

2. sensors, electronics and artifi cial intelligence 

3. vessel design 

4. robotics 

5. oil processing. 

According to the above description of work, the introduced research activities will be multidisciplinary and 

encompass areas of particular technological innovation. Furthermore, the study of the EU-MOP system level 

(the emergency response management component) will acquire a realistic structure and consequently 

provide for the best possible protection of the marine and coastal environment. 

Results 




There are a number of elements/outputs concerning the EU-MOP project that makes it particularly appealing 

to the maritime industry in terms of effi ciency, quality and environmental friendliness concerning the marine 

and littoral environment. Hence the EU-MOP units will be designed so as to provide an effi cient, cost-eff ective 

and manageable technique to combat oil spillage at sea. There will be no side eff ects, no dangerous materials 

onboard and no possibility of any harmful action. The EU-MOP project will come up with an advanced 

approach for spill management issues for both the strategic and tactical levels (e.g. confrontation, strategic 

survey, logistics, etc.). Thus it will present an integrated solution-chain concerning the overall framework for 

the mobilisation and application of anti-pollution means. In eff ect, the complete integrated system, including 

communication, logistical support, and response management will also be developed. The envisioned units 

will be designed and assessed (proof of concept) and assembled from inexpensive materials, and a range of 

such units will be selected so as to allow their use in various oil spill scenarios (a ‘one size fi ts all’ concept is 

inappropriate). This will make them, in the end, an appealing challenge for the industry, since they will be 

effi cient, patentable and will allow for an adequate profi t margin. 

Keywords: Marine pollution, oil confrontation, artifi cial intelligence, swarm tactics, emergency 

response 

NTUA 

EU-MOP catamaran unit - large model EU-MOP swarm operation 

NTUA 

231

232 


Acronym: EU-MOP 

Name of proposal: Elimination Units of Marine Oil Pollution 



Total cost: 2 900 689 € 









Website: 


http://www.eumop.org 

Coordinator: Prof. Psaraftis Harilaos N. 

National Technical University of Athens 

9 Heroon Polytechniou St., Zografou 

E-mail: 

GR 15773 Athens 

hnpsar@deslab.ntua.gr 

Tel: +30 (0)210 7721403 

Fax: +30 (0)210 7721408 

Partners: University of Strathlcyde UK 

SIREHNA FR 

Instituto de Soldadura e Qualidade PT 


Centro de Estudios Tecnico-Maritimos, Sociedad Limitada ES 

Environmental Protection Engineering S.A. GR 

AURENSIS, S.L. ES 

The Chancellor, Masters and Scholars of the University of Oxford UK 

Consultrans s.a. ES 

BUREAU MAURIC FR 

Institute of Shipping Economics and Logistics DE 

Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. DE

HISMAR 

Hull Identifi cation System for Marine 

Autonomous Robotics 

This project will develop a multi-purpose inspection and maintenance platform with 

an advanced navigation system for marine applications. The device developed will 

offer a means to undertake hull inspections and maintenance, thereby improving 

the potential safety and environmental impact of vessels. 

Background 

Both the global and EU shipping fl eet continue to grow. Over 3 billion tonnes of goods are handled in the EU, 

as well as the movement of over 300 million people, and the sector employs more than 2.5 million people in 

the EU. Whilst shipping is one of the cleanest forms of transportation, the fouling of ships reduces effi ciency 

and increases the consumption of fuel burnt. Vessel safety has improved in recent years; however structural 

failures continue to occur. Therefore any system which is capable of continuously monitoring the integrity of 

the vessel’s hull will provide a valuable operational tool. 

HISMAR is intended to be a multifunctional robotic platform, which will off er the option to perform specifi c 

inspection or maintenance tasks, such as structural integrity monitoring of the ship’s hull or carrying out 

cleaning. This project off ers a means to undertake hull inspection and maintenance eff ectively and effi ciently, 

thereby extending the safe working life of the vessel. 

The project is highly relevant to the EU Maritime Policy and thereby EU business and society. The improved 

environmental performance and safety will support shipping operators through reduced fuel, insurance and 

other operating costs. The project will provide improved safety, reduced shipping costs, reduced emissions 

and employment opportunities, all of benefi t to society. 

Objectives 

The proposed dead reckoning method will use optical technology so that surface feature changes are 

tracked. As platform slip and drift can occur, known hull features will be used to updated the current position. 

With a combination of Hall Eff ect and optical sensors, a map of the structure of the vessel will be intelligently 

learnt, stored and recalled. By saturating the hull with a localised magnetic fi eld, Hall Eff ect sensors can detect 

subsurface strengthening struts and other hull structural features, which will be used as unique landmarks. 

The device will be able to partially complete its tasks whilst in one port then be re-launched at successive 

points to complete the task elsewhere. The platform can be launched whenever the vessel is in port or at 

anchor. It will also be deployable in a dry-dock situation. 





The initial stage of the project consists of a full investigation of end-user requirements including a cost-benefi t 

analysis. Following the initial investigation, the design, manufacture, testing and analysis of the navigational 

sensory system and its test cell will commence, resulting in the construction of a prototype sensory system 

for platform navigation. The next stages of the project will include design and construction of a hull structure 

mapping system, and the design and construction of the drive and electromagnetic attachment system. 

Finally the buoyancy outer shell will be designed and constructed. At every stage, each element will be fully 

tested and analysed before the complete system is tested in dry and underwater conditions. Full fi eld trials 

will be undertaken. 

233

234 


Technical innovations are a key element of the project, particularly relating to the optical dead reckoning 

system underwater. Intellectual property, areas of novelty and patentability are managed as part of the 

exploitation and dissemination work package. 

The project is managed through eight work packages, six which deal with research and innovation, one 

which covers exploitation and dissemination and, lastly, a project management work package. Each work 

package has a work package leader and is broken down into tasks with clearly defi ned objectives, task 

leaders and deliverables. 

Results 

There are key deliverables throughout the project, which relate to each task and include the design of 

equipment and the development of resultant prototypes. There are also deliverables associated with the 

project management and the exploitation and dissemination strategy. The fi nal deliverable of the project is a 

fully integrated HISMAR system which has been tested and analysed, including full fi eld trials. 

The project infl uences economic benefi ts to ship operators due to the reduced operating costs. The project 

has a positive impact on the environment through reduced fuel consumption, reduced emissions and 

a reduction in the likelihood of structural failure. Employment opportunities in the areas of electronics, 

robotics and marine servicing industries will be developed through the manufacture and use of the system. 

The underwater hull maintenance industry can use the product, retraining its staff in the use of the robot, 

thereby reducing the safety problems associated with diving operations, which is a hazardous activity. These 

positive impacts will help to develop the commercial market for this product. 

The product will also support the changing legislation associated with hull cleaning which is becoming more 

onerous. It will also allow ports to comply with their obligations to the EU white paper on port pollution. 

Cleaning concept 

Newcastle University

Acronym: HISMAR 

Name of proposal: Hull Identifi cation System for Marine Autonomous Robotics 



Total cost: 1,670,899 € 









Website: 


http://hismar.ncl.ac.uk/ 

Coordinator: Prof. Roskilly Tony 


6 Kensington Terrace 




E-mail: 


tony.roskilly@ncl.ac.uk 

Tel: +44 (0)191 2226719 

Fax: +44 (0)191 2225491 

Partners: Graaltech IT 

Shipbuilders & Shiprepairers Association UK 

TecnoVeritas Servicos de Engenharia e Sistemas Technologicos PT 

TEPAC Patent and Consulting Eberhard Kuebel DE 

Polski Rejestr Statkoro S.A. PL 

ROBOSOFT FR 

Carnival PLC UK 

Moscow State Technical University ‘Stankin’ RU 

Royal Thai Navy TH 

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236 


OSH 

Oil Sea Harvester 

By raising the issue of marine oil spills to the highest priority for the EU community, 

OSH is addressing these needs to develop a fast ship in transit to be quickly on the 

scene and to recover oil in rather high sea states. The outcome is the technicoeconomical 

defi nition of the integrated OSH system. 

Background 

The increase of traffi c, together with the presence of many old and not always well-maintained vessels, on 

the seas quite close to European coasts will increase the risk of having human, ecological but also economical 

disasters. The consequences of tanker accidents are often catastrophic, raising the issue of oil spills to the 

highest priority for the EU community. Analysing accidents like the recent ones of the Erika and the Prestige , 

there is a clear need for vessels specifi cally designed to recover oil pollution at sea (with effi cient recovery 

tools, decantation and storage capacities), which have onboard tools to help them detect and track the 

pollutants. There is also a clear need to have a fast ship in transit in order to be quickly at the scene of the 

accident to operate oil recovery when the spill is still well concentrated. It is also necessary to have a stable 

ship for rough weather conditions, which has oil recovery tools as well protected as possible from the sea in 

order to be able to operate in rather high sea states. 

Objectives 

The objectives are: 

• to defi ne the requirements of the OSH concept to respond to oil spill scenarios 

• to develop a trimaran vessel adapted for the OSH requirements 

• to develop and/or validate hydrodynamic simulations and optimisations of the performance of the 

OSH platform 

• to develop a recovery tool and a carriage that are adapted to the ship 

• to develop or further develop and integrate tools dedicated to oil recovery for diff erent viscosity of 

pollutants 

• to evaluate/validate experimentally the ability of the tools to recover the pollutants 

• to develop and/or validate scenarios of oil recovery with the OSH system 

• to assess the fi nal integration of the OSH concept 

• to study the possibilities of having a decision-support and mission-planning tool for OSH 

• to evaluate the price of the OSH system and its maintenance costs 

• to establish a technical and commercial documentation dedicated to promoting the system on the 

market and presenting the system to the European Safety Agency 

The main deliverable is the defi nition of the integrated OSH concept (vessel, tools and systems), including its 

economical perspective. 


The following work is being carried out: 

• an adjustment of the OSH capacities and features to the identifi ed situations of pollution and taking 

into account operational lessons from past accidents

• the defi nition of a preliminary ship design regarding hull line defi nition and general arrangements, 

including the main design options (platform, hull form, propulsion and manoeuvring, functional area 

arrangement, stability in rough weather and speed for the recovery operations) 

• the design of oil recovery tools (brush type skimmer, oil separator), tool carriage and their integration 

on an OSH vessel 

• hydrodynamic calculations and tank tests aimed at optimising ship design in sea keeping (recovery 

operation) and powering (transit) 

• experimental tests in oil recovery performance for the skimmer (with diff erent viscosities of oil) 

• the defi nition of an oil-spill mission and other complementary missions as the OSH is a multipurpose 

vessel 

• the development of a prototype of a mission-planning tool 

• the assessment of the economical potentials of the OSH 

• fi nal project integration, including a parametric study, fi nal technical defi nition, overall performance of 

the OSH system, virtual 3D prototype for demonstrations of the concept 

• the development of the OSH project documentation for promotional and exploitation purposes. 

Results 

The following results will be achieved: 

• specifi cations of the OSH concept 

• preliminary design of the trimaran OSH vessel 

• oil recovery tools adapted for the OSH 

• optimised hydrodynamic performances in sea keeping and powering, through numerical simulations 

and tank tests 

• validated oil recovery performances through experimental tests 

• defi nition of the OSH mission in oil spill response 

• defi nition of other complementary missions for OSH 

• demonstration of the prototype of the mission-planning tool in oil-spill scenarios 

• fi nal integration of the OSH concept, including demonstrations with virtual 3D prototype 

• economical perspective of OSH 

• full documentation of OSH for promotion and exploitation. 

Keywords: Oil spill, scenario, ship, trimaran, design, hydrodynamics, sea-keeping, oil recovery, other 

missions, cost-benefi t, Prestige , Erika , virtual prototype 

OSH trimaran vessel 




237

238 


Acronym: OSH 

Name of proposal: Oil Sea Harvester 



Total cost: 3,547,500 € 









Website: 

and recycling of vehicles and vessels ( Including post-Prestige package) 

http://www.osh-project.org 

Coordinator: Mr Gaudin Christian 

Akeryards S.A 

Avenue Bourdelle 

PO BOX 90180 

E-mail: 

FR 44617 Saint-Nazaire 

Christian.gaudin@akeryards.com 

Tel: +33 (0)2 51 10 38 69 

Fax: +33 (0)2 51 10 43 98 

Partners: Lamor Corporation Ab FI 

Center of Documentation, Research and Experimentation 

on accidental water pollutions FR 


Principia RD FR 

BASSIN D’ESSAIS DES CARENES FR 


SIREHNA FR 

NAVALIMPIANTI S.p.A. IT 

Canal de Experiencias Hidrodinámicas de EI Pardo ES 

Environmental Protection Engineering S.A. GR




ROTISII 

Remotely Operated Tanker Inspection 

System II 

Ship integrity and pollution prevention call for periodic ship inspections with high 

costs and risks to those involved. The Remotely Operated Tanker Inspection System 

(ROTIS) has been developed to enter the fl ooded ballast tanks (even during ship 

navigation) to perform close-up visual inspection and wall thickness measurements, 

using tele-operation from remote sites. The advantages are lower costs (e.g. 

avoiding ship stand-by), lower risks and reliable results. 

Background 

On 4 June 2003, the European Parliament adopted a legislative resolution on double hulls or equivalent 

design requirements for oil tankers so that old, unsafe and dangerous oil tankers like the Prestige will no 

longer be allowed to transport oil in EU waters. 

In future, heavy grades of oil will be transported by double-hull tankers only. 

The introduction of double-hull vessels is widely seen as the response to the need to prevent maritime 

catastrophes. However, to be eff ective, it must be coupled with measures towards more effi cient and cost 

eff ective inspection procedures. Adequate tools must be provided to the surveyors and ship-owners, as well 

as to state and port authorities providing them with the capacity to perform rapid but safe and reliable 

inspections. 

To date, maritime vessel inspections are based on close-up visual inspections and steel plate thickness 

measurements. Prior to inspection, a ship must be made fully available at the harbour area, all access spaces 

must be made safe and prepared accordingly, often in dry dock, thus resulting in a considerable ship idle 

time and, consequently, a signifi cant cost. In the case of big double-hull tankers it can easily amount to 

multiples of $100 000. 

Objectives 

The ROTIS II project will develop a remotely operated underwater vehicle, which is dedicated to ship 

inspection and certifi cation with a minimum of human intervention and without the need to empty the 

ballast tanks. 

ROTIS II will thus reduce the human intervention in this diffi cult and dangerous environment and reduce 

the time for the measurements and reporting in the certifi cation phase as demanded by the classifi cation 

societies. 

The system will address the following operations as requested by the classifi cation societies: 

• close-up visual inspection 

• steel plate thickness measurements. 

The ROTIS reference application scenario is relevant to operations inside the ballast area, between the inner 

and outer hulls of double-hull vessels, with the aim of performing remotely all the inspections required 

during vessel surveys, taking into account safety and other operational constraints, such as operations in 

potentially explosive atmospheres. 

239

240 



The ROTIS II system will be made up of the following elements: 

• small, versatile remotely operated vehicle (ROV) equipped with ultrasonic sensor equipment for 

thickness measurements and a camera system for visual inspection 

• an intermediate unit, providing energy for the ROV based on a proven air generator and high 

bandwidth wireless communication links to the central unit 

• a rugged and transportable control station for the system providing an easy-to-use human machine 

interface, the inspection recording equipment and reporting software. 

The ROTIS II project includes a signifi cant research eff ort to correct/meet the technical issues identifi ed by the 

fi rst ROTIS prototype, which will signifi cantly enhance all the ROTIS functionalities. 

Each component and subsystem of ROTIS II is being designed considering the subsequent industrialisation. 

All subsystems will be fi nally integrated in an operationally ready, class-approved ROTIS II prototype; 

particular emphasis will be given to safety and usability issues. 

Main research activities: 

a. choice of the correct NDT probe: extensive early testing activities involving various manufacturers and 

technologies in order to perform plate thickness measurement and coating condition assessment 

b. communication system: new technological developments to get a very thin and neutrally buoyant 

tether for power and communication, and to design a new tether for the management system 

c. the human machine interface: re-engineering activity to enable the ROTIS II operator to effi ciently and 

quickly perform the high quality inspections in the fl ooded ballast spaces, with logging of data for 

future reporting or use in CAD interfaces of the classifi cation societies 

d. vision system: enhancement of the vision system to support the operator in the most critical tasks, such 

as the centring and passage through the manholes. 

Results 

The fi nal deliverable of the ROTIS II project will be a complete prototype system, ready for deployment and 

operation on double-hull vessels by properly qualifi ed operators. The functionality of the system will be 

tested in conditions as close to reality as possible. 

Such a system is expected to contribute signifi cantly in a safe and environmentally benign navigation. It is 

expected that the availability of adequate tools and methods that will greatly reduce, if not eliminate, the 

main cost factors (ship idle time and space access preparation) will also make the inspection safer and more 

reliable. 

The possibility of performing tele-operated inspections, i.e. avoiding the direct access of human beings near 

the structural members to be inspected, is particularly appealing for the following reasons: 

• reliability: reduced logging errors, objective measurements 

• safety of personnel: greatly reduced need to access potentially unsafe spaces 

• economy: elimination of the needs for dry docking and preparing the access spaces can reduce 

signifi cantly (even eliminate) ship idle time; inspections while navigating can be envisaged. 

Keywords: Ship inspection, safety, robotics, teleoperation

ROTIS II Remotely Operated Vehicle (ROV) performing inspection of ballast tanks 




Acronym: ROTISII 

Name of proposal: Remotely Operated Tanker Inspection System II 



Total cost: 3,281,000 € 










Coordinator: Mr Prendin Walter 

Tecnomare S.p.A. Società per lo Sviluppo di Tecnologie Marine 

S. Marco 3584 

E-mail: 

IT 30124 Venezia 

walter.prendin@tecnomare.it 

Tel: +39 041796711 

Fax: +39 041796800 

Partners: Cybernetix SA FR 

European Commission - DG JRC - IPSC WW 

CS & Associates Ltd GR 

Lloyd’s Register of Shipping and Industrial Services S.A. GR 

Avin Oil Trader Company GR 

Alexandra Shipping Company GR 

Tecnomare S.p.A. 

241

242 


SEES 

Sustainable Electrical and Electronic 

System for the Automotive Sector 

The SEES project aims to develop sustainable, clean, cost- and eco-effective electrical 

and electronic system (EES) prototypes and end-of-life processes. SEES follows a 

life-cycle approach considering all life-cycle steps, including design, pre-production 

at suppliers, production, assembly, use and end-of-life of automotive EES. 

Background 

The share of electrical and electronic systems (EES) in vehicles is steadily growing, in terms of both material 

utilisation and value. These systems off er benefi ts for safety, comfort and environmental performance. The 

European Directive on end-of-life vehicles (2000/53/EC) sets requirements for the end-of-life treatment and 

the design of vehicles, which thereby also includes automotive EES. 

In this context, the SEES project aims to improve the present design of automotive EES and to analyse 

innovative end-of-life processes, contributing towards the overarching goal of sustainability. EES materials 

include electronics containing copper and precious metals as well as regulated substances (e.g. lead in solder) 

and diff erent kinds of plastics which have a potential value for recycling/recovery. In the present situation 

the EES remains in the car when it enters the shredding process and then is separated afterwards by hand. 

Alternative end-of-life options to be studied include disassembly of EES components for reuse/recycling and 

advanced post-shredder recycling of the shredding residues. Optimum end-of-life scenarios for automotive 

EES (as well as for the whole car) have to take into account the whole life cycle of the product without shifting 

problems from the end-of-life phase to other life-cycle phases. 

Objectives 

The main objective of the SEES project is to develop sustainable, clean, cost- and eco-eff ective electrical and 

electronic system (EES) prototypes and dismantling/recycling processes to increase the vehicle recovery/reuse 

rate. SEES studies focus on the EES materials to identify sustainable end-of-life scenarios and to develop new 

EES design concepts to contribute towards sustainability. Innovative EES and plastic recycling schemes are to be 

developed considering economic and environmental aspects over the whole life cycle. The new EES design concept 

will include prototyping specifi c functions or parts. The new design concept is not limited to improve end-of-life 

aspects because use phase and production proved to be much more relevant from a life-cycle perspective. 

During the project, results from environmental and dismantling studies demonstrated the limited 

improvement potential by focusing on dismantling and end-of-life aspects of EES. Therefore, the focus of 

the objectives has switched slightly from a focus on end-of-life related actions to a more holistic approach 

covering the whole life cycle as described above. 


The project activities include the following technical work packages: 

1. Integrated assessment of EES in cars: characterisation and classifi cation of types of EES components 

considering legal, environmental and economic aspects 

2. Assembly study: study of EES assembly and future trends 

3. Disassembly study: studying EES disassembly from new and end-of-life vehicles to identifying infl uences 

on disassembly time, cost and improvement potential 

4. EES recycling: development of mechanical and chemical recycling EES processes 

5. Plastic recycling: development of plastic recycling processes for disassembled EES as well as for 

shredding residues

6. Shredding study: study the contribution of the EES in the shredder output fractions and their recycling/ 

recovery potential 

7. Environmental and economic studies: life-cycle assessment and costing case studies to defi ne 

optimum design options and end-of-life scenarios, development of methods to evaluate recyclability/ 

recoverability potential of EES and to simulate end-of-life scenarios 

8. Eco-design guidelines: development of guidelines to improve the environmental profi le of EES 

considering the whole life cycle 

9. Development of a new EES concept: application of the eco-design guidelines and prototyping of specifi c 

parts and functions for a new EES concept, and study of intelligent materials to facilitate disassembly 

10. Product test: testing and validation of the new EES concept 

11. Software development: development of software tools to support EES designers and recyclers in 

evaluating diff erent designs and end-of-life scenarios. 

Results 

The main SEES deliverables will be: 

• Integrated end-of-life assessment of automotive EES 

• Economic and environmental assessment including diff erent design options and end-of-life scenarios 

• Software prototype to support decisions on EES designs and recycling scenarios 

• Eco-design guidelines to improve future designs of automotive EES 

• Dismantling and shredding manuals for automotive EES 

• Demonstration and application of new 

end-of-life technologies for EES 

• New EES design concept and prototypes 

to be developed, tested and validated 

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• Dissemination and exploitation of all 

SEES results . 

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The project supports the objectives of 

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the Sustainable Surface Transport Priority 

providing strategies and processes to clean 

dismantling and recycling of vehicles. SEES 

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improves the competitiveness of the recycling 

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value chain (from collectors, shredders, 

dismantlers to EES/plastics/metal recyclers), 

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most of them SMEs. It also increases the 

competitiveness of EES manufacturers due 

to the benefi t of the ‘recyclable’ product and 

reduces the costs associated with end-of-life 

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car treatment. SEES helps to minimise life 

cycle impacts, raw material consumption and 

waste disposal (landfi ll/incineration). Findings 

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will be communicated inside and outside the 

project consortium to improve the skills of the 

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involved stakeholders. SEES also contributes to 

standardisation activities on dismantling, ecodesign 

and life-cycle costing on international, 

European and company level. 

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Keywords: Automotive electrical and 

electronic system, life-cycle 

approach, disassembly, 

recycling, design 




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SEES project approach with main activities and products 

SEES consortium 

243

244 


Schematic illustration of the automotive electrical and electronic system (EES) 

Acronym: SEES 

Name of proposal: Sustainable Electrical and Electronic System for the Automotive Sector 



Total cost: 3,288,879 € 






Sector: Road 



Website: 


http://www.sees-project.net 

Coordinator: Prof. GREIF Andre 

Technische Universitaet Berlin 

Strasse des 17. Juni 135 

FG Systemumwelttechnik (Systems Environmental Engineering) 

E-mail: 


andre.greif@tu-berlin.de 

Tel: +49 (0)30 314 24341 

Fax: +49 (0)30 314 21720 

Partners: LEAR AUTOMOTIVE EEDS Spain SL ES 


Rohm & Haas Electronic Materials Europe Limited UK 

Indumetal Recycling, S.A. ES 

nv Salyp (participation fi nished 31.12.2004) BE 

Müller-Guttenbrunn GmbH AT 

Fundación GAIKER ES 

CIMA Kft - Center for Impact Assessment HU 

Universitat Rovira i Virgili ES 

Müller-Guttenbrunn Kft HU 

LEAR

SHIPMATES 

Ship Repair to Maintain Transport which 

is Environmentally Sustainable 

As an activity, ship repair and conversion has more of the characteristics of a 

service industry than manufacturing. Relative to shipbuilding, it is high volume, 

rapid turnaround and highly unpredictable. This project is important in its structure 

because it is driven by the industry identifying its problems and requirements, and 

involves the academic community to help devise solutions. 

The Shipmates project aims to ensure that the European ship repair and conversion 

sector improves its market share. 

Background 

There are 400 repair yards in Europe, mostly SMEs, working on more than a purely local level. This was 

established in a database development exercise as part of the Fourth Framework Programme’s SYRIOS 

project. 

The EU ship repair industry sector maintains around 40 000 ocean-going ships (around 45% of the world’s 

total) which trade in EU waters. Of these, 50% are docked annually (the typical interval between dockings 

is 30 months, but some types, for example ferries, are docked annually). The industry employs over 40 000 

people directly. In addition, the consistent use of sub-contractors results in a further 40 000 jobs. The EU 

also has a signifi cant marine supply chain, providing the equipment and spare parts for the ships, and an 

additional 40 000 jobs at least can be attributed to the companies in this supply chain. 

Objectives 




The main objective of the project is to certify that the EU repair and conversion industry is able to improve its 

share of the world market and to improve the life-cycle quality of the EU fl eet, reduce pollution and improve 

energy effi ciency. 

It is estimated that the development of new methods of work will allow the stakeholders to reduce 

manufacturing costs by 30-40% and work lead-times by 25% in the areas covered by the project. Furthermore, 

research activities will develop new tools, potentially leading to in an increase of productivity by 5% and a 

repair cost reduction by 3-6%. In all cases it is expected that material costs can be reduced by 10%. 

The operational goal is to produce a framework and prototype tools to assist stakeholders in the ship repair 

and conversion industry in achieving the main objective of the project. 

The SHIPMATES project aims to promote breakthrough research and technological developments to achieve 

improved product quality and performance based on cost-eff ective and environmentally friendly production 

systems on a life-cycle basis. Research will seek to reduce manufacturing costs and production lead times. 

An additional goal is the increase by 25% of clean maintenance, dismantling and recycling of vessels as 

provided by the partners. 

The consortium will achieve the operational goal through the development of new methods to work in a 

safer, more environmentally friendly and competitive manner. This will be coupled with the delivery of the 

research and development results to the industry and stakeholders in a way that assists and encourages 

them to take practical advantage of what has been developed. 

245

246 



The work packages in this proposal are intended to provide a clear understanding of best practice in the sector, 

and to map and simulate the range of repair and conversion yard activities, with the exception of the painting 

and coating range of activities, covered in the separate but related SHIP-RECOAT proposal. Then, three work 

packages will run simultaneously: seeking to improve the steel cutting and joining processes relevant to 

repair yards; improving the processes of repair and replacement of cabling and pipe work; and establishing 

a controlled process for converting/retrofi tting ships to make their operation more environmentally friendly. 

The work in these three work packages will be used in a further package devoted to devising ways in which 

ship breaking can be carried out in Europe in a safe, environmentally friendly and economically effi cient way. 

The project, led as it is by the AWES (European Shipbuilders and Shiprepairers Association) Group on ship 

repair, is emphasising the accessibility to industry of the results of the research work to be done. The AWES 

Group itself will take prime responsibility in the project for dissemination of project results. 

Results 

This project is designed to provide the ship repair sector with the tools to improve and strengthen its 

competitiveness within the global and regional markets. This will maximise the ability of the sector to 

carry out necessary repairs, refi ts and upgrades to ships in EU seas. The improvement in the quality of the 

fl eet, which is the fi nal intended outcome, has to be achieved as economically as possible. The SHIPMATES 

project is progressing as scheduled and the development of the described technologies, together with the 

comprehensive gap analysis, will help European shipyards to maintain a technological advantage over its 

competitors. -




Acronym: SHIPMATES 

Name of proposal: Ship Repair to Maintain Transport which is Environmentally Sustainable 



Total cost: 3,446,500 € 









Website: 


http://www.ssa-shipmates.co.uk 

Coordinator: Mr Sinha Ashutosh 

Shipbuilders & Shiprepairers Association 

Marine House, Medlake Place 

E-mail: 

UK TW20 8BF Egham 

ashutosh@ssa.org.uk 

Tel: +44 (0)1915 678965 

Partners: A&P Tyne Ltd UK 

BIURO INZYNIERSKIE Eur Ing JERZY BERNATOWICZ PL 

CETENA S.p.A - Centro per gli Studi di Tecnica Navale IT 





University of Patras GR 

University of Hertfordshire UK 


Choren Design & Consulting PL 

247

248 


SPREEX 

Spill Response Experience 

SPILL RESPONSE EXPERIENCE (or SPREEX) is a Coordinated Action based on 

the existing experience of the response to oil spills in Europe. It is focused on the 

identifi cation of research needs through the development of state of the art for 

issues identifi ed by more than 25 organisations. 

Background 

On 13 November 2002, the Bahamian-fl ag tanker Prestige ran into trouble during a storm 34 km off Cape 

Finisterre and began to leak its cargo of 77 000 tonnes of oil. After drifting for six days along the coast, the 

tanker broke in half about 225 kilometres off shore, having spilled about 11 000 tonnes of oil. Several hundred 

kilometres of coastline were coated in oil sludge by the disaster, especially Galicia but also Asturias, Cantabria 

and the Basque country in Spain, as well as several departments in western France. 

As a result of the accident, a post- Prestige package was agreed upon and, following a few meetings held in 

2003, the SPREEX project was set up. 

Objectives 

The objectives of SPREEX are as follows: 

a. Identify research needs in diff erent work programmes, and generate synergies for building new projects 

and partnerships between authorities and regulators, end users, universities and researchers. 

b. Develop recommendations based on an analysis of four themes: 

c. European oil-spill response management for quick response action 

d. Optimisation of resources for oil-spill response 

e. Integration and real-time updating of oil-spill information 

f. Environment eff ects and total costs of response approach. 


The work has been divided into seven work packages (WP). 

WP0: Project management and administration 

WP1: European oil-spill response management for quick response action 

WP2: Optimisation of resources for oil-spill response 

WP3: Integration and real-time updating of oil-spill information 

WP4: Environment eff ects and total costs of response approach. 

WP5: Recommendations for European research 

WP6: Dissemination activities: newsletter, website, running two workshops. 

Results 

For Work Packages 1-4, state-of-the-art reports will be written, and gaps identifi cation and prioritising will 

be carried out. 

The other expected results are: 

WP1: 

a) Spill response information and communication tools; protocols; information fl ow; relevant information; 

record and reporting; communication procedures

) Spill response crisis management and command 

c) Places of refuge in crisis situations 

d) OSR crisis management training, and use of simulators; legal aspects of waste management. 

WP2: 

a) Vessels optimisation 

b) Equipment optimisation 

c) Robotics optimisation 

d) Spill-control equipment onboard tankers 

e) Propulsion aspects related to ships operating in seas contaminated with oil spillage 

f) Dispersants for oil response. 

WP3: 

a) Real-time oil-spill detection and tracking based on airborne and satellite remote sensing technologies 

b) Real-time metrological data transfer (currents, winds, temperature, etc.) 

c) Real-time tracking of vessels and oil-spill equipment 

d) Real-time oil-spill modelling (trajectories, weathering properties, etc.) 

e) Real-time computer-aided decision support tools and alert/emergency call systems. 

WP4: 

a) Methodologies for the integrated assessment of environmental and socio-economic impact 

b) Knowledge and current research on biodegradation of oil spills and bioremediation technologies 

c) Clean-up and regeneration methodologies of aff ected areas 

d) Places of refuge, risk and acceptance criteria plus socio-economic impact 

e) Completeness of liability legislation . 

Keywords: Oil, spill 

SPREEX kick-off meeting in September 2006. Members of the project consortium. 




Puertos del Estado 

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Acronym: SPREEX 

Name of proposal: Spill Response Experience 













Website: http://www.spreex.net 

Coordinator: Mr Gesé Aperte Xavier 

Puertos del Estado 

Avda. del Partenón, 10 

Campo de las Naciones 

ES 28071 Madrid 

E-mail: jgese@puertos.es 

Tel: +34 (0)91 524 5529 

Fax: +34 (0)91 524 5503 

Partners: Centre de Documentation, de Recherche et d’Expérimentations 

sur les pollutions accidentelles des eaux FR 

HIDTMA, S.L. ES 

DHI - Water and Environment DK 


Consultores Investigación Tecnológica S.L. ES 

Kockums Engineering AB SE 

AURENSIS ES 


Centro Tecnologico Del Mar, Fundación Cetmar ES 

Norsk Marinteknisk Forskningsinstitutt NO 

CONSEJO SUPERIOR DE INVESTIGACIONES CIENTIFICAS ES 

Gateway Strategic Consultancy Services, SL ES 

Instituto Marítimo Español, S.A. ES 

ASOCIACION NACIONAL DE AGENTES MARPOL ES 

STC b.v. - Maritime Simulation Rotterdam b.v. NL 

Heriot-Watt University UK 

Mancomunidade da Área Intermunicipal de Vigo ES 

SINTEF - Stiftelsen for industriell og teknisk forskning 

ved Norges Tekniske Høgskole NO 

Sociedad de Salvamento y Seguridad Marítima - Centro de Seguridad 

Marítima Integral Jovellanos ES 

True Heading AB SE 

Instituto Nacional de Técnica Aeroespacial ES 

Centro de Estudios y Experimentación de Obras Públicas – CEDEX ES




SUPERPROP 

Superior Lifetime Operation Economy of 

Ship Propellers 

As a response to the continuous increases of fuel prices and the hydrodynamic 

penalties of ageing ships belonging to the project ship owners, Pescanova and Ocean, 

SUPERPROP will develop an easy-to-use updating strategic-costs assessment tool, 

indicated for fi shing and tug vessels already in operation. This tool will address a 

range of hydrodynamic ageing causes. 

Background 

Many old fl eets are currently operating without having updated the propulsion designs to new working 

conditions. Propulsion effi ciency decays as time elapses inducing a rise in fuel consumption, contaminant 

gas pollution, engine maintenance costs and vibrations while the ship’s capabilities decrease. Fishing and 

tugboat fl eets are the largest fl eets of boats operating all over the world; from the smaller boats sailing 

near the coast to large trawler vessels, there is a wide range of fi shing vessels crossing the seas. The average 

operating lifetime for these kinds of vessels can be estimated at around 25 years. Since they are used to work 

in two diff erent conditions (fi shing and sailing to and from port and searching for fi sh), the design of the 

propulsion is conditioned by these diff erent working conditions. With time, propulsion becomes less and 

less effi cient. Using an appropriate economic knowledge of the actual situation of such fl eets it is possible 

to estimate the feasible cost reduction in fuel consumption and maintenance, as well as gas emissions and 

vibration phenomena. Economic tools together with engineering tools will be developed for the systematic 

updating of the propulsive (propeller and stern area) system to the new optimum working point in order to 

reach the main aim of the proposal. A standard methodology for this updating procedure will be the main 

outcome of the project. 

Objectives 

The project is focused on developing maintenances strategies, in regards to ship hydrodynamics, and assess 

their costs in order to update the propulsion system of the targeted fl eets (fi shing vessels and tugboats) 

to their new working conditions after years of operation. Improvements in fuel consumption rates and 

reductions in maintenance costs are expected. 

The other SUPERPROP objectives are: 

• to increase the knowledge about the state of the art in old ships’ propulsion and their ageing process 

• to use the knowledge in correlation methods to extrapolate results obtained from model testing to 

full-scale 

• to apply CFD codes to predict propeller behaviour, to collate computational and model testing results, 

and to estimate the prediction accuracy of both methods 

• to study the economic profi tability of old fi shing and tugboat fl eets and the savings that could be 

reached in fuel consumption, maintenance costs and contaminant gases emission by optimising the 

maintenance strategy from the hydrodynamic point of view. 


First, a review of fi shing and tugboat technology and operation economy of the owners’ fl eet will be 

performed. Information from the real situation of old ships’ working conditions (economic and technical) 

will be collected. The new ship design condition is not valid from a redesign point. Hence, fl ow around the 

selected vessels, reproducing the full-scale measurement conditions will be simulated in order to have an 

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improved estimation of the propulsive coeffi cients for the updating activities to be performed. 

The designs will be done by diff erent partners and optimum solutions will be taken into account for model 

testing. A generalisation of the obtained results will be done in order to use them for ship owners in other 

cases. Model testing activities will be carried out in the diff erent facilities of the consortium. The aim of 

these activities is to assess more accurately the performance of new designs and redesigns before full-scale 

manufacturing. Full-scale trials aimed at getting real-scale data from the study cases will be performed. Once 

the modifi cations have been put into practice, another series of trials will be carried out in order to check the 

improvement of the performance. 

Analysis activities will be done by studying the decrease with time of the propulsion effi ciency in the test cases 

and the eventual rising after the updating activities. The manufacture of new designs or the modifi cation 

of old ones will follow in time. Activities related to updating criteria, generalisation of results, as well as 

presenting the technical results of the project in an easy-to-use form, are the last tasks to be accomplished. 

Results 

The main output of the project will be a techno-economical model, which will permit the devising of 

maintenance strategies for tug and fi shing vessels already in operation, taking into account a range of ageing 

eff ects. An indirect result will be a reduction of fuel consumption, which is associated with fewer costs and 

less gas emissions. The results that will be obtained from SUPERPROP focus on sustainable development. 

Most of the high-power thermal engines are working in ships, so the aim of improving the effi ciency in this 

fi eld is clearly an important factor to be considered in the contribution to air pollution. 

The improved knowledge of the decreasing performance over time of a vessel’s operating life will help in 

the fi rst stages of this project. Therefore, SUPERPROP contributes to the ‘Advanced design and production 

techniques’ objective. This will mean a benefi t for European shipping within the shipbuilding, supplying 

industry, consultancy and fi shing industry sectors. Concentration on advanced propulsion design, which 

relies on technology development, will enable the industries to stay competitive. 

Keywords: Ship hydrodynamics, ship economy, ship propulsion, techno economic model, ageing 

processes, tug vessels, fi shing vessels 

Fishing vessel Ila , a SUPERPROP test case 

Pescanova, S.A. 

Tug vessel Val , a SUPERPROP test case 

Ocean S.r.L.




Acronym: SUPERPROP 

Name of proposal: Superior Lifetime Operation Economy of Ship Propellers 



Total cost: 1,931,153 € 









Website: 


http://canal.etsin.upm.es/superprop/ 

Coordinator: Prof. Pérez-Rojas Luis 

Universidad Politécnica de Madrid 

ETSI Navales, Avda Arco de la Victoria s/n 

E-mail: 

ES 28040 Madrid 

antonio.souto@upm.es 

Tel: +34 (0)91 336 71 56 

Fax: +34 (0)91 544 21 49 

Partners: VTT Technical Research Centre of Finland FI 


SISTEMAR, S.A. ES 


Ocean S.r.L. IT 

Pescanova S.A. ES 

CONSTRUCCIONES NAVALES PAULINO FREIRE S.A ES 

FUNDICIONES PORTUGUESAS LIMITADA PT 

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ShipDismantl 

Cost-Effective and Environmentally Sound 

Dismantling of Obsolete Vessels 

This research project addresses the ship-recycling problem by developing innovative 

dismantling and recycling procedures, developing a decision support system (DSS) 

for the ship-breaking industry and by validating the proposed tools and methodologies 

through a real case study. 

Background 

With its last expansion, the European Union now has the largest fl eet in the world. Therefore the problem of 

ship recycling in the EU is important, particularly after the adoption of new regulations that ban the sailing 

of single hull tankers which do not conform to the new MARPOL convention. This new situation covers 

worldwide shipping and there is the prospect of these regulations being extended to bulk carriers. This means 

many ship owners will be obliged to withdraw their ships gradually and replace them with new doublehulled 

ones. It is therefore evident that the demand for ship recycling is expected to rise in the near future. 

Despite its importance, the vast volume of ship-dismantling activities is performed in a rather unacceptable 

manner. The whole procedure is rather bottom based, far from being optimal, environmentally friendly and 

labour considerate. Workers are unaware of the hazards to which they are likely to be exposed. A number of 

fatal accidents have occurred in the past as a result of explosions, fi res and heavy metal plates falling from 

the upper parts of the ships. Moreover the local environment is heavily polluted. From the above, one can 

easily conclude that the practices currently followed are far from optimal with a severe impact on both the 

environment and the workers; the related processes are also ineff ective and ineffi cient. 

Objectives 

The specifi c objectives of the project are: 

• to develop generic guidelines for innovative ship-dismantling and recycling operations consisting of 

the optimal design of a prototype ship-dismantling site, the optimisation of ship-breaking facilities 

and dismantling processes with respect to environmental, cost and energy issues, as well as to issues 

concerning occupational hazards (related to workers’ safety and health). 

• to amend, according to the above generic guidelines, already operational ship-breaking yards, which 

are currently active in dismantling. The fi nal designs will be optimised through the use of dynamic 

simulation software tools. 

• to develop a decision support system (DSS) for the ship-breaking industry, which will take into 

consideration the existing facilities and dismantling methodologies of the given ship breaker, the 

type, history and the particular characteristics of the ship and the third parties’ reports (including the 

inventory of hazardous material on board). 

• to support the decision of acceptance (or not) of a given obsolete vessel for dismantling at a given site, 

based on the comparison of the available against the required infrastructure. 

• to validate the proposed IS tools and methodologies through real case studies.


The project is divided into seven work packages (WP). 

WP1 concerns project management and coordination issues. 

WP2 is devoted to a thorough investigation into the identifi cation and assessment of all the parameters 

involved in dismantling, such as strategies, methodologies and procedures, hazardous materials, health and 

safety problems, cost and energy parameters, and new technologies which may be introduced to the shipbreaking 

industry and contribute to environmental, health and safety issues. 

WP3 concerns research towards the production of guidelines for the establishment of environmental, waste 

treatment, and occupational safety and health management plans. 

WP4 deals with the development of innovative dismantling strategies and procedures. More specifi cally, 

a generic approach to the optimal design of a prototype-dismantling site is developed in the fi rst part 

of the work package, which covers layout and processing issues. The proposed design is performed in a 

collaborative way, through experimentation by dynamic simulation. 

WP5 is devoted to the development of a fully operational decision support system for ship-breaking 

processes (DSS-SBP). 

WP6 will fi rst deal with the amendment of the existing infrastructure of a full and a partial dismantling site, 

according to the output provided by WP4. 

Finally, WP7 includes activities towards the proper and eff ective exploitation and dissemination of the 

scientifi c results and technology transfer. 

Results 




Some important project deliverables are: 

1. Processes for safe removal of hazardous substances and their secure disposal 

2. Environmental, occupational safety and health management plans 

3. Generic guidelines for optimal ship-breaking facilities 

4. DSS-SBP analysis 

5. Optimal design and re-organisation of active dismantling sites dealing with full and partial 

dismantling 

6. Implementation of the containment system for the full dismantling site 

7. Real case application, assessment for full dismantling 

8. Results analysis of both improved sites and DSS. 

The results of the project are expected to have a signifi cant impact if adopted by ship-breaking yards. The 

environmental pollution will be decreased and labour safety will improve. Moreover on a policy-making level, 

the project’s results will stress the importance of the ‘green passport’ concept, or at least the existence of an 

inventory of hazardous materials on the ship to be dismantled. The DSS tool that is going to be developed is 

expected to assist ship-breaking yards to the acceptance or not of candidate ships to be broken in order to 

ensure a more sound and environmentally friendly dismantling procedure. 

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256 


Acronym: ShipDismantl 

Name of proposal: Cost-Eff ective and Environmentally Sound Dismantling of Obsolete Vessels 



Total cost: 2,619,188 € 









Website: 


http://www.shipdismantl-project.org/home 

Coordinator: Mr Pirinis Athanasios 

Naftosol SA 

Chrisostomou Smirnis 68 

E-mail: 

GR 18540 Pireaus 

info@naftosol.gr 

Tel: +30 (0)210 4122183 

Fax: +30 (0)210 4114965 

Partners: Leyal Turizm Insaat Mobilya Sanayi ve Ticaret Ltd. Sti. TR 


MEDIMETAL SA SE 

University of Patras GR 

Kingston Computer Consultancy Limited UK 

Indian Institute of Technology, Bombay IN




WIDEM 

Wheelset Integrated Design and Effective 

Maintenance 

The economic effi ciency and competitiveness of the rail transportation mode 

depends on the safety, availability and maintenance of its individual highly loaded 

structure components, such as railway wheelsets. 

Background 

The idea of starting this project was stimulated by the application of the new European design standards. 

As the verifi cation of full-scale fatigue limits of wheels and axles becomes mandatory, testing methods 

and interpretation methods of the results were either not defi ned or not generally consistent throughout 

European laboratories. 

The technical information that can be found in the new European standards comes from the previous UIC 

norms: for example, in the case of axles, it is based on the so-called A1N steel grade, which was extensively 

tested in the 1970s by SNCF laboratories. 

Over the past years, these norms were proven to be safe when using this kind of steel grade. 

In the last 20 years, many new vehicles were put into service achieving higher and higher speeds, and vehicle 

weight reduction became necessary for the majority of European train manufacturers. 

In Italy, during the 1980s, the former Fiat Ferroviaria, together with Lucchini, started to use an alloy steel 

grade (30NiCrMoV12) for the new axle of the fi rst Italian tilting train. 

In this case, design methods based on the manufacturer’s internal experience were used to handle this 

material and the applied design was proven to be safe by years of service. 

The new European standards enable the use of materials diff erent from E1N, but not much of the recently 

gained experience, and knowledge in using new materials and in designing new advanced vehicles, were 

considered when writing these norms. 

For the reasons mentioned above, it becomes diffi cult for today’s designers to defi ne more precise load 

spectra and material characteristics, which can be accepted by an authority responsible for approving the 

qualifi cation of a new component. 

Objectives 

Combining inputs from reliable service measurement of wheel-rail forces carried out by means of an 

innovatively instrumented wheelset and an extensive assessment of actual material properties, an endurance 

strength design concept will be developed and validated through a comprehensive testing programme 

on full-scale wheelset prototypes. A fl exible numerical tool is also proposed as an upgrading of existing 

knowledge. 

Additionally, the project will develop and evaluate alternative NOT (non-destructive testing) techniques 

that allow a greatly increased detection probability and a size estimation of cracks to set up a schedule for 

NOT periodic inspection. The research work will lead to the defi nition of wheelset design procedures and 

maintenance methods to be implemented into existing standards for a quick and easy optimisation of the 

process. 

257

258 



• The WIDEM project has developed an innovative measuring wheelset using up-to-date wireless data 

processing and transmission technology. A dynamic calibration is being carried out by using a unique 

roller rig on which a running condition near to reality can be performed. 

• Test campaign measuring loads on two diff erent kind of vehicles – the high-speed tilting train (the 

Czech Pendolino from Alstom) and the 30 axle-tonne freight vehicles from MTAB travelling across 

Sweden. 

• Defi nition of a rigorous methodology to test the fatigue resistance of full-scale axles and wheels. 

• Research on fretting fatigue phenomena, which takes place under axle seats, by taking into account 

seats and section transition geometry, press fi t pressure and axle/hub slip. 

• Creation and validation of an innovative methodology to design and validate wheelsets. This 

methodology is based on load spectra and S-N curve for the material in the full-scale condition. 

• A new wheelset maintenance strategy based on more accurately defi ned inspection periods by 

taking into account the actual probability of NDT equipment to detect defects and cracks of defi ned 

dimensions, and full-scale crack propagation tests performed on axles. 

Results 

• At this stage a new real-time measurement methodology of wheel-rail contact forces based on the 

acquisition of axle deformations having a bandwidth of about 70Hz has been developed. 

The development of a standard procedure for processing load (or stress) measurements will allow the 

computation of a wheelset design mission profi le. 

• The innovatively instrumented wheelset developed in WP1 has been mounted on a Czech Pendolino 

vehicle and will be used to determine the load spectra. Specifi c measurements will be made by running 

on switches and turnouts. 

• The possibility of combining full-scale experimental fatigue tests resulting from a current testing 

campaign together with a FEM model representing the actual longitudinal stresses and micro-slips 

between hub and seat can enable the defi nition of design criteria against fretting fatigue. 

This work is presently under progress for A1N, A4T and 30NiCrMoV12 steel grades. 

• Full scale tests are being carried out on the Lucchini test rigs to fi nd the fatigue limit at 10^7 cycles for 

diff erent diameter ratios with the aim of validating the above described fretting fatigue model and of 

defi ning the ‘D/d border’. Below this value, cracks will appear on the axle seat; above this value, cracks 

will appear on the body fi llet. Such a value will increase with the fatigue resistance of the steel grade 

so that it will be appropriate to defi ne the optimal D/d for each kind of material. 

• Diff erent inspection methods are being applied on both fatigue tested axles and real in-service cracked 

axles to fi nd the probability of inspection related to crack or defect dimension. 

• Inspection intervals: signifi cant work has been completed in deriving crack growth rate parameters 

under both plane and rotating bending conditions. 

Keywords: Railway, wheelset, loads, design, materials, NDT

Acronym: WIDEM 

Name of proposal: Wheelset Integrated Design and Eff ective Maintenance 



Total cost: 3,766,500 € 






Sector: Rail 



Website: 


http://www.widem.org 

Coordinator: Dr Cervello Steven 

Lucchini Sidermeccanica SpA 

Via Oberdan 1/2 




E-mail: 

IT 25128 BRESCIA 

s.cervello@lucchini.it 

Tel: +39 035 963483 

Fax: +39 035 963483 

Partners: Union of European Railway Industries BE 

ALSTOM Ferroviaria IT 



Microsystems SRL IT 

Malmtrafi k i Kiruna AB SE 


TWI Limited UK 


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260 


ARCHES 

Assessment and Rehabilitation of Central 

European Highway Structures 

The overall goal of the proposed project is to develop ways of raising the standard 

of highway structures in the new Member States and Central and Eastern European 

Countries to the level necessary for their full economic integration into the EU and 

for the future development of the Union. 

Background 

Since 1 May 2004, the European Union road network, and accordingly the stock of highway structures, has 

increased signifi cantly. Ten new Member States have brought nearly 924 500 kilometres of roads into the 

European network. These countries have huge numbers of highway structures, which, mainly due to their 

history, do not constitute a solid and trouble-free infrastructure. Structures have been aff ected by a lack of 

maintenance, regular overloading and even by the use of poor quality materials for construction. In the near 

future, the same structures have to face increasing volume and weight of traffi c and will therefore have to be 

reliably assessed and, if necessary, improved or replaced. All these processes will take time and have to be 

realised in a sustainable way for the economy, for society and for the environment. No doubt the majority of 

European road infrastructures have reached an age where improvement costs (several billion euros annually) 

constitute a major part of infrastructure spending. This is hindering the development of the network by 

absorbing much-needed funds. This project will develop new construction concepts for conservation 

(assessment, improvement and preventative maintenance) of highway structures. 

Objectives 

The overall goal of the project is to reduce the gap in the standard of highway infrastructure between Central 

and Eastern European Countries (CEEC) – particularly new Member States – and the rest of the EU. This key 

problem will be addressed by a combined approach: 

• developing more appropriate tools and procedures to avoid unnecessary interventions (repairs/ 

replacements) in structures and prevent the development of corrosion by simpler and less expensive 

techniques 

• implement faster, more cost-eff ective and longer lasting repair or strengthening techniques of substandard 

and unsafe bridges 

• aggressive dissemination of results and general best practice to the key stakeholders. 

• Another important objective of this project is to help society and politicians to understand the need 

for sustainable maintenance of their road networks, together with their engineering infrastructure, 

and to help managers of infrastructure to spend their resources in a more optimal way. 


To achieve its scientifi c and technological objectives, this project focuses on structural assessment and 

monitoring strategies to prevent deterioration and optimum improvement of highway structures by 

complementary techniques. It is organised in four technical work packages (WP), numbered 2-5, with the 

following conceptual approach: 

WP2: optimise the use of existing infrastructure through better safety assessment and monitoring procedures 

which will avoid interventions, i.e. avoid unnecessarily replacing or improving structures that are in fact 

perfectly safe.

WP3: monitor and prevent corrosion of existing reinforcement and develop innovative new reinforcement 

materials that are highly resistant to corrosion. 

WP4: strengthen the infrastructure of bridges by means of bonded reinforcements 

WP5: harden highway structures with ultra high performance fi bre-reinforced concretes applied in severely 

exposed zones to dramatically increase their durability. 

Results 

Design and manufacture of new construction concepts 

for road, rail and inter-modal infrastructures 

There are currently great disparities in the transport infrastructure between the new Member States and 

Central and Eastern European Countries on the one side and the EU-15 on the other. A key part of addressing 

the economic imbalances within the enlarged Union consists of bringing the transport infrastructure in the 

new Member States up to a level that will improve durability of existing highway structures and accommodate 

higher traffi c loads and densities without jeopardising their structural safety. Although replacement of the 

most severely deteriorated structures will still be necessary, ARCHES will provide the means to get more from 

existing bridges. The project will develop more effi cient assessment techniques, new strategies to prevent/ 

monitor the infl uence of overload, and new and improved repair techniques. As a result, the new Member 

States and Central and Eastern European Countries will obtain tools to spend their limited maintenance 

resources in a more optimal way. Better assessment and less disruptive repair techniques will prevent 

excessive and unnecessary repair or demolition of bridges. This will: 

• reduce energy consumption for cement production 

• reduce production of demolition waste 

• reduce traffi c delays and, consequently, fuel consumption 

• reduce other adverse impacts on the environment (noise, air pollution). 

• In a practical sense, the end users will obtain several guidelines on damage assessment and the repair 

of structures. 

Keywords: Transport, highway structures, bridge assessment, cathodic protection, ultra high 

performance concrete 

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Acronym: ARCHES 

Name of proposal: Assessment and Rehabilitation of Central European Highway Structures 



Total cost: 2,942,413 € 






Sector: Road 


Research domain: Design and manufacture of new construction concepts for road, 

Website: 

rail and inter-modal infrastructures 

http://www.ibdim.edu.pl 

Coordinator: Mr Tomasz Wierzbicki 

Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute 

Jagiellonska 80 

E-mail: 

PL 03-301 Warsaw 

twierzbicki@ibdim.edu.pl 

Tel: +48 (0)22 675 49 83 

Fax: +48 (0)22 811 30 97 

Partners: Zavod za gradbenistvo Slovenije Slovenian National Building 

and Civil Engineering Institute SI 

Centrum dopravniho výzkumu CZ 

Universitat Politecnica de Catalunya ES 

Ecole Polytechnique Federale de Lausanne CH 

University College Dublin IE 

Forum of European National Highway Research Laboratories BE 

LBV Uitvoering b.v. NL 

Autostrade per l’Italia S.p.A IT 

Faculty of Civil Engineering, University Zagreb HR 

Salonit Anhovo, Building materials, Joint Stock Co. SI



AVATARS 

Advanced Virtual Agents for Testing the 

Accessibility of Rail Stations 

AVATARS will develop a range of innovative technologies to simulate passenger 

movements. The tools will enable a population of structures with large groups of 

realistic, interacting agents in a series of realistic scenarios. To achieve this, AVATARS 

will develop three major software components. The evaluation of these tools will be 

carried out under a series of case studies, developed throughout the project. 

Background 

Current rail transport infrastructure design is led by aesthetics and prescriptive regulations. Better terminal 

design would increase passenger throughput and reduce overcrowding but it is very diffi cult to design for 

performance without accurate simulation tools. Existing tools are available but none specifi cally for general 

circulation movements. 

AVATARS falls under the Objective “Advanced Design and Production Techniques”. Within the overall objectives 

of area 2, the project addresses the need to “reduce manufacturing costs by 30-40% and production lead 

times by 25%” by the development of a tool to provide ‘right fi rst time’ manufacturing of multimodal transport 

infrastructure. Specifi cally, AVATARS addresses research domain 2.7 by providing “design technologies to 

improve vehicle interfaces with transport infrastructure and other vehicles/vessels from the same and 

diff erent transport modes”. This is accomplished through the development of simulation tools to optimise the 

comfort and fl ow of passengers within the transport interchange environment. These tools will be developed 

to consider not just the terminal but also the area immediately outside the terminal, covering interchanges to 

other modes of transport. Linking with the overall aims of the objective, AVATARS will assist in developing new 

construction concepts for transport infrastructure, specifi cally improvements in safety, comfort and effi ciency. 

Lastly, the project will examine issues to provide design techniques used in vehicle infrastructure creation 

aimed at developing safe and comfortable products with reduced operational cost. 

Objectives 

The principal objective of AVATARS is to develop a simulation tool to provide designers with a useful 

performance measure for train station designs which in turn will be able to improve their design based on 

this feedback. The improvement of a terminal design can be measured in four ways: 

1. Improvement in the station’s ability to function in unusual or emergency situations 

2. Improvement in fl ow rates around the station 

3. The ability of the station management to organise the movement of passengers so as to provide easy 

means of access while exposing them to the facilities available 

4. Reduction in the number of negative emotions experienced by passengers. 

These measures will allow for a further level of functionality to be built into an otherwise well-designed 

rail terminal. In order to achieve the above objectives, a number of quantifi able sub-objectives must be 

completed: 

• AVATARS will develop a scenario generator capable of creating a population of 500 unique agents. 

• AVATARS Agents will be capable of interacting in realistic groups of up to 20 individuals. 

• The agents will be capable of handling up to fi ve consecutive objectives in one session, including both 

pre-set objectives and dynamic objectives emerging from the simulation. 

263

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The AVATARS tool will innovate in a number of distinct areas: 

• Circulation-specifi c simulation tools covering new approaches to information dissemination and 

group communication 

• Unique agent behaviours linked to internal emotional states 

• Innovative scenario generation facilities for rapid prototype evaluation 

• Intelligent software to assist users in identifying the root causes of terminal performance issues. 

The AVATARS consortium will be developing innovative technologies and, consequently, intends to protect 

its developments through the use of patents. The desire to patent work means that some of the deliverables 

for the project will be disseminated sparingly until the information contained in them is protected. 

Results 

Below is a list of the deliverables that will be produced by the end of the project: 

• Report on data requirements and collection design 

• Report on agent interaction requirements and specifi cation 

• Report on support tools requirements and specifi cation 

• Report on case studies data collection 

• Report on exodus case analysis 

• Report on case studies defi nition 

• Agent interaction prototypes 

• Scenario generator prototype 

• Advisory module prototype 

• Report on testing procedures and quality assessment criteria 

• Report on test results and stage 2 recommendations 

• Final agent interaction prototypes 

• Final scenario generator prototype 

• Final advisory module prototype 

• Functionality report and further development plan 

• Final integrated prototype 

• Final evaluation report . 

Keywords: Intermodal transport, agent architecture, ship design, terminal design



Acronym: AVATARS 

Name of proposal: Advanced Virtual Agents for Testing the Accessibility of Rail Stations 



Total cost: 1,133,323 € 






Sector: Rail 



Website: 


http://www.bmtproject.net/avatars/ 

Coordinator: Mrs Gyngell Jenny 

BMT Transport Solutions GmbH 

Karpfangerstrasse 14 

E-mail: 


jennyg@bmtmail.com 

Tel: +49 (0)40 364780 

Fax: +49 (0)40 364799 

Partners: University of Salford UK 

Buro Happold Polska Sp.s.o.o UK 

University of Greenwich UK 

Autoritat del Transport Metropolità ES 

Ferrocarrils de la Generalitat de Catalunya ES 

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266 


CERTAIN 

Central European Research in Road 

Infrastructure 

CERTAIN is a CA that aims to facilitate integration of the new Member States and 

other Central European countries into the established research and development 

community of the EU. The project will provide the clustering environment for EC 

research projects on road infrastructure. 

Background 

In line with the European Research Area (ERA), there are two key pillars of the Lisbon Strategy that foster 

structured, optimised and integrated R&D eff orts in the area of European road research. These are the two 

European technology platforms: 

• European Road Transport Research Advisory Council (ERTRAC), which gathers all relevant stakeholders 

of the road transport sector, and 

• European Construction Technology Platform (ECTP), which includes specifi c elements on transport 

and road infrastructure issues. 

Partners from the new Member States, and even more so from the other Central and Eastern European 

countries (CEEC), have contributed very little to these activities. The main reasons were lack of experience 

in European co-operative research, fi nancial constraints (diffi culties in obtaining national contributions) and 

poor comprehension of English by the users of the results, which prevented the main results of the European 

research projects being properly implemented. 

This has been happening despite road transport being the primary means of mobility for all European 

people and goods, including the new Member States and the CEEC. It is crucial for the economic and social 

development of the entire continent that the road network is in good condition throughout Europe. CERTAIN 

will assist in overcoming these diffi culties and pave the way for more effi cient incorporation of the new 

Member States and CEEC partners into the European research activities. 

Objectives 

The main objectives of the CERTAIN Coordination Action are: 

1. To provide a platform for coordinated work and effi cient dissemination of results of the two STREP 

proposals on road infrastructure, dedicated to the new Member States: SPENS (Sustainable Pavements 

for new Member States) on pavements and ARCHES (Assessment and Rehabilitation of Central European 

Highway Structures) on highway structures. 

2. To establish and reinforce links with stakeholder in the new Member States and CEEC by organising 

dedicated workshops and providing the key project deliverables in national languages. 

3. To set the route for more effi cient incorporation of new Member States and Central and Eastern European 

countries partners in future European research by organising training courses for the research project 

managers from these countries. 


The following tools will be applied to achieve these objectives: 

1. Formation of the CERTAIN cluster in order to: 

• establish and maintain effi cient links between the new Member States’ projects and other relevant projects 

from the area of road infrastructure (Heavyroute, INTRO, NR2C, SILENCE, FORMAT, SAMARIS), and 

• register the end-users from the new Member States and CEEC, and organise their activities.

2. One of the major reasons that the results of European research have limited eff ect in the new Member 

States and CEEC countries is the limited profi ciency in English at the level of the end-users. This will be 

addressed through: 

• development of a multi-lingual web-based platform, to provide links with the end-users, and the 

means for consistent and effi cient promotion of the results 

• organisation of regional workshops in national languages. The participation of end-users from the 

new Member States and CEEC at international conferences is far too low to allow for the effi cient 

dissemination of European research results. 

• Translation of the key projects’ documents (executive summary reports) will bring the results closer to 

the end users and will facilitate their faster transition into practice. 

3. Organisation of project management training will recruit potential coordinators for major European 

research projects. At present, obtaining qualifi ed people from the new Member States and CEEC for 

these positions in the area of road infrastructure is a serious challenge. 

Results 

The expected CERTAIN deliverables are: 

1. Project brochure, website and posters. 

2. Multi-lingual web platform for the clustered projects, in order to bring their results closer to the endusers. 

3. Establishment and maintenance of the database of end-users from the new Member States and CEEC, 

in order to collect and maintain information about experts from these countries in the area of road 

infrastructure. 

4. Organisation of fi ve national workshops in the languages of the organising countries. 

5. Organisation of training programmes for managers of the research projects, to qualify people for the 

management of the future European research projects. 

6. Translation of the key reports (executive summaries) of the clustered new Member States projects in up 

to fi ve diff erent languages of the new Member States and CEEC to be easily understood by the broadest 

end-users’ society. 

7. Joint dissemination materials for clustered projects to facilitate spreading the results of the clustered 

projects at diff erent conferences and workshops. 

8. Presentation of cluster activities at the main European transport research events, such as the European 

Research Arenas in Gothenburg in 2006 and Ljubljana in 2008. 

Keywords: Road transport technology, road engineering, construction technology, new Member 

States, infrastructure 

The main topic of CERTAIN is road infrastructure 

Ales Znidaric 



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268 


Acronym: CERTAIN 

Name of proposal: Central European Research in Road Infrastructure 









Sector: Road 



Website: 


http://certain.fehrl.org/ 

Coordinator: Mr Znidaric Aleš 

Zavod za gradbeništvo Slovenije 

Dimiceva 12 

E-mail: 

SI 1000 Ljubljana 

ales.znidaric@zag.si 

Tel: +386 (0)1 2804 207 

Fax: +386 (0)1 2804 484 

Partners: Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute PL 

Centrum dopravního výzkumu CZ 

Forum of European National Highway Research Laboratories BE



EcoLanes 

Economical and Sustainable Pavement 

Infrastructure for Surface Transport 

Infrastructure for surface transport will be developed using slip forming techniques 

based on existing asphalt laying equipment and steel fi bre reinforced concrete. 

The new construction concept will reduce construction costs, time and energy 

consumption, minimise maintenance and make use of waste materials. 

Background 

A massive and targeted investment is currently required for the rehabilitation and extension of the European 

surface transport infrastructure, to provide a system able to respond to the needs of the enlarged European 

Union (EU), for the benefi t of the single market and economic and socio-economic integration. The attainment 

of these objectives can be facilitated if the construction and maintenance costs, as well as the production 

lead-times, of the surface infrastructure are minimised. 

The main element of surface transport infrastructure is the pavement, which can be either asphalt or 

concrete. With increasing oil prices the future of asphalt pavements on deep foundations is less certain, due 

to cost as well as to political and environmental concerns, whereas concrete pavements appear to be more 

cost-eff ective than asphalt pavements, as they can reduce the foundation layers and decrease or eliminate 

the asphalt topping. 

However, to provide a truly sustainable solution for concrete pavements, it is necessary to reduce the energy 

consumption during the production of concrete pavement. The main energy component of concrete 

pavements (from extraction of raw material through to the placement of the pavement) is the energy used for 

the manufacture of cement and steel reinforcement. The use of recycled materials appears to be a promising 

solution for reducing the energy consumption. 

Objectives 

EcoLanes’ main objectives are to develop, test and validate steel fi bre reinforced concrete (SFRC) pavements 

that will contribute towards the strategic objectives of the thematic priority area of Sustainable Surface 

Transport. EcoLanes aims to reduce construction costs in the range of 10-20%, reduce construction time by 

15% and energy consumption by up to 40%. 

EcoLanes also aims to address EU societal and policy objectives, such as to improve the environmental impact 

with regard to emissions and noise, and improve the safety of the surface transport infrastructure. 

New EU Member States and Candidate Countries have probably the greatest need and potential for new 

surface infrastructure and, hence, EcoLanes will also target the environments of a new Member State (Cyprus) 

and two Candidate Countries (Romania and Turkey). 

269

270 



EcoLanes aims to integrate simplicity and innovation to ensure the timely and cost-eff ective implementation 

of its fi ndings into the construction and maintenance of surface transport infrastructure. Three key research 

areas will be addressed to reach the EcoLanes objectives. 

1. Tyre recycling: Techniques and equipment will be developed for post-processing steel fi bres extracted 

from tyres, to arrive at fi bres suitable for incorporation in concrete. 

2. Concrete engineering: Development of steel fi bre reinforced concrete (SFRC) mixes suitable for slip 

forming and roller compaction, which have reduced energy requirements and use recycled materials. 

Both industrial fi bre reinforcement and fi bres from recycled tyres will be used, as well as low energy 

cements, pulverised-fl y-ash and recycled aggregates. 

3. Transport engineering: The concept of the long lasting, rigid road pavement (LLRRP), made of low 

energy concrete reinforced with steel fi bres, will be developed and technically validated on a circular 

accelerated testing facility. Numerical analyses and parametric studies will be carried out to develop 

design models for LLRRPs. 

Results 

One of the expected results of EcoLanes is the development of fi bre reinforcement obtained from waste 

tyres. This will have a positive eff ect on the European tyre recycling industry, which currently does not have a 

sustainable solution for the utilisation of the steel cord extracted from tyres. 

Techniques and equipment will also be developed for mixing steel fi bres into wet and dry concrete mixes. 

These will minimise the need for using conventional steel rebars and will therefore have a positive impact on 

the construction costs of concrete pavements. 

The development of design models for LLRRP will eff ectively facilitate the utilisation of this new concept. 

Furthermore, demonstration roads will be constructed in four European countries to validate the results of 

EcoLanes. 

Keywords: Tyre recycling, steel fi bre reinforced concrete, concrete pavements, roller compacted 

concrete, LLRRP



Acronym: EcoLanes 

Name of proposal: Economical and Sustainable Pavement Infrastructure for Surface Transport 



Total cost: 2,477,223 € 






Sector: Road 



Website: 


http://ecolanes.shef.ac.uk/index.htm 

Coordinator: Prof. Pilakoutas Kypros 

The University of Sheffi eld 

Firth Court, Western Bank 

E-mail: 

UK S10 2TN Sheffi eld 

k.pilakoutas@sheffi eld.ac.uk 

Tel: +44 (0)114 2225065 

Fax: +44 (0)114 2225700 

Partners: Akdeniz University TR 

Technical University ‘Gheorghe Asachi’ Iasi RO 

European Tyre Recycling Association FR 

Aggregate Industries UK Ltd UK 

Antalya Greater Municipality TR 

Compania Nationala di Drumuri Nationale din Romania, prin DRDP Iasi RO 

Adriatica Riciclaggio e Ambiente s.r.l. IT 

Ministry of Communications and Works – Cyprus, Public Works Department CY 

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272 


HP FUTURE-Bridge 

High-Performance (Cost Competitive, 

Long Life and Low Maintenance) 

Composite Bridges for Rapid 

Infrastructure Renewal 

The overall objective of the project is the development of a high-performance and 

cost-effective construction concept for bridges based on the application of fi brereinforced 

polymers (FRP) for rapid infrastructure renewal in the new Member 

States (NMS) and beyond. 

Background 

Over the last 50 years, the EU’s transport networks infrastructure expenditure related to its GDP has declined 

by almost 50%. This has resulted in an aged infrastructure, much of which has been built with the technologies 

and systems developed in the late 19th or early 20th centuries. The consequences are clearly visible through 

social and economical impacts: traffi c delays, congestion, defi cient bridges and structures, deteriorating 

roads and motorways. 

To achieve economical, environmental and social objectives, the infrastructure renewal must be done in a 

rapid, cost-eff ective, high-quality and sustainable way by reducing production lead-time, manufacturing and 

maintenance costs, and the environmental impact by lowering energy consumption, waste production and 

recyclability, and at the same time by enhancing new business models and specialised jobs. The bridges are 

important elements in these networks, in strategic and logistical terms as well as in economical terms. To 

avoid the bridges becoming bottlenecks during the upgrading of these infrastructures, cost-eff ective, quick 

and sustainable construction concepts and technologies are needed. 

Objectives 

The overall objective of the project is the development of a new high-performance and cost-eff ective 

construction concept for bridges based on the application of fi bre-reinforced polymers (FRP) for rapid 

renewal, providing a longer lasting repair for these infrastructures in the new Member States. 

The essential technical elements of the new concept are: 

• deck and beams of hybrid FRP (carbon-glass/thermoset-thermoplastic) composites and pillars 

of hybrid FRP concrete. The deck concept by itself will be a solution for the renovation of existing 

deteriorated infrastructures 

• multi-objective material optimisation for the intended design 

• Multivariable optimisation criteria that essentially attempt to compromise design objectives 

• performance-based simultaneous engineering and manufacturing 

• on-site industrialisation 

• fl exible design and manufacturing for the one-off , small series and mass customisation 

• development of mobile manufacturing lines 

• new hybrid material combinations for improved fi re and high-temperature resistance and 

recyclability.

Cost eff ectiveness will be reached by optimising material and design, reducing manufacturing costs and 

lead-times. High performance will be achieved by performance-based design and manufacturing, and new 

materials. Energy effi ciency will be improved and environmental impact reduced in the whole life cycle of 

the bridge by the reduction of energy consumption in the on-site manufacturing process and transport of 

materials, and by improving recyclability through new thermoplastic resins. 


The HP FUTURE-Bridge project involves research to be carried out to be able to achieve our main objective: 

competing against bridges made of conventional material through the use of advanced composite 

materials. 

First of all, and in order to be competitive, a life cycle cost model has to be done that will evaluate the 

sustainability of fi bre-reinforced polymer bridge decks. This study, however, will seek to create an even more 

inclusive analysis by expanding the defi nition of costs to include social costs, particularly those that are 

usually ignored in cost analysis studies. 

The requirements for new Member States (and others), with their specifi c cultural, social and environmental 

idiosyncrasies, will be taken into account to guarantee the viability of this technical solution. In order to 

achieve this purpose, aspects such as sustainability and life cycle costs will be managed. 

The new concept has to be developed, dealing with the overall aspects (components and innovation 

necessities) of this idea in composite bridges. In order to compare the new concept solution versus the 

traditional one (concrete and steel), some critical and independent parameters will be used, and to fi nd the 

best solution, multi-criteria decision-making (MCDM) tools will be used. The HP FUTURE-Bridge concept goes 

together with the development of a performance-based design, which deals with design methodology, 

modelling, dynamic behaviours and design versus manufacturing interactions, and a performancebased 

manufacturing, defi ning a new manufacturing methodology in order to be eff ective in reducing 

manufacturing costs and production lead-times. As well as design and manufacturing, advanced materials 

have to be developed and optimised to fi nd a cost-competitive design. We will also do research to provide 

suitable solutions to fi re problems through suitable fi re-protective coatings. 

Results 

The extensive research programme will be fi nally assessed through the construction of pilot bridge solutions. 

These will demonstrate HP FUTURE-Bridge to be a high-performance and cost-competitive solution for 

infrastructure renewal and new bridge constructions, and this will allow us to expand the idea and create a 

real business opportunity for HP FUTURE-Bridge through a competitive concept that will face the challenges 

of the future. Two pilot bridges solutions, one in Slovenia and one in Spain, will be constructed and monitored 

in order to assess the feasibility and potential in the market of the HP FUTURE-Bridge project and the HP 

FUTURE-Bridge solution. 

Keywords: Bridge, composites, FRP, renewal, construction 

Acciona’s previous experience - the fi rst carbon-fi bre bridge 

constructed in Spain 

Acciona 



273

274 


Acronym: HP FUTURE-Bridge 

Name of proposal: High-Performance (Cost Competitive, Long Life and Low Maintenance) Composite 

Bridges for Rapid Infrastructure Renewal 



Total cost: 2,939,975 € 






Sector: Road 




Coordinator: Mr Mieres Royo Juan Manuel 

ACCIONA S.A. 

Avenida de Europa 18, Parque Empresarial La Moraleja 

E-mail: 

ES 28108 Alcobendas (Madrid) 

jmieres@necso.es 

Tel: +34 (0)91 6633160 

Fax: +34 (0)91 6633188 

Partners: Fundación LABEIN ES 

MOSTOSTAL WARSZAWA, S.A. PL 

Municipality of Kamnik, Slovenia SI 

Van Wees NL 

Saint Gobain Vetrotex International FR 

Joint Research Centre - 

University of Ljubljana, Faculty of Civil and Geodetic Engineering SI 

Huntsman Advanced Materials BE 

Mikrosam MK

INNOTRACK 

Innovative Track Systems 



INNOTRACK will perform research on four key topics: track support structure, 

switches and crossings, rails, and logistics for track maintenance and renewal. 

It will also provide an innovative methodology for Life Cycle Cost calculation and 

Reliability Availability Maintainability Safety (RAMS) assessment to be used by all 

infrastructure managers across Europe. 

Background 

Infrastructure accounts for about 70% of railway systems’ total costs. Rail infrastructure managers spend 

millions of euros each year on maintaining network infrastructures throughout Europe while the supply 

industry is investing hundreds of millions in research and development on rail technologies to deliver costeff 

ective products for rail infrastructure. Any reduction of production and maintenance costs would, therefore, 

have a signifi cant impact on the overall cost of the provision of rail infrastructure for operators. However, a 

reduction in the production cost itself at the site of the supply industry has to go hand in hand with a reduction 

in maintenance and renewal costs for infrastructure managers (IMs). There is a strong need to bring together 

those responsible for the delivery of railway transportation with those responsible for providing products, 

services and technologies to this industry, in order to reduce life-cycle costs (LCC), improve reliability, availability, 

maintainability and safety (RAMS) of infrastructure, while still increasing the service life of infrastructure and 

overall performance of the rail system. This is the fi rst time when all stakeholders concerned (IMs, industry, 

associations, academia, etc.) have committed the resources for joint collaborative research aimed at delivering 

the innovative solutions to achieve the targeted reduction in LCC in the long term. 

Objectives 

The EC’s White Paper on Sustainable Transport calls for rail operators to double passenger traffi c and triple 

freight traffi c by 2020. The rolling stock industry are responding to the new challenges by continuing to 

increase speed, acceleration, axle loads, traction power, etc., all of which place greater demands on the track, 

causing more damage and higher maintenance costs. 

The INNOTRACK project is a joint response of the major stakeholders in the rail sector for the development 

of cost-eff ective high-performance track infrastructure, aiming at providing innovative solutions towards 

signifi cant reductions in both investment and maintenance of infrastructure costs. To achieve these objectives, 

investment alone is not suffi cient; signifi cant innovation supported by research is essential. INNOTRACK’s 

main objective is to reduce the LCC, while improving the RAMS characteristics of a conventional line with 

a mixed traffi c duty. INNOTRACK will provide railway infrastructure managers with crucial information, 

innovative solutions and technologies to facilitate the understanding and implementation of leading-edge 

track system technologies, which can eff ectively contribute to LCC reduction. Manufacturing industry will 

also benefi t through the implementation of appropriate changes to specifi cations and standards to reduce 

production costs and time to market, and improve profi tability. 


INNOTRACK will analyse root causes (e.g. failure rates, failure causes) of the current excessive cost of track 

maintenance and renewal. The analyses will benchmark the problems, the major cost drivers and remedy 

measures at individual networks and it will then harmonise those which are common across Europe. These 

will be tackled in four subprojects, dealing with the four major concerns: 

• track support structure 

• switches and crossings 

• rails 

• logistics for track maintenance and renewal. 

275

276 


After drawing together a common European specifi cation regarding RAMS and LCCs, INNOTRACK will ensure 

that the project results from the separate areas are integrated into an overall, coherent package of measures 

that will achieve the targeted reduction in LCCs. 

The INNOTRACK project will also provide the following, which are all internationally accepted: 

• LCC methodology (fundamental for an economic assessment of technical solutions for European 

problems) 

• RAMS technology (a recognised management and engineering discipline to guarantee the specifi ed 

functionality of a product over its complete lifecycle 

• A European cost matrix including national costs due to national standards – relevant for international 

comparisons of LCCs and for an economic assessment of technical innovation 

• LCC models for track components with diff erent levels of detail – relevant for LCC analysis and economic 

optimisation. 

Results 

The major deliverables of INNOTRACK are: 

• a database of representative vehicle types, track segments and the identifi cation of characteristics of 

generic vehicles and tracks for modelling, innovative design, LCC calculation and RAMS assessment 

• defi nition of track and wheel irregularities which lead to degradation and failure 

• determination of root causes of problem conditions and priorities for innovation 

• database of models and a list of potential model gaps 

• ‘portancemeter’ for measuring track-structure stiff ness on existing tracks 

• validation methodology and criteria for evaluation of sub-grade enhancements and superstructure 

innovations 

• design and manufacture of BBEST slab track components 

• rail degradation algorithms 

• guidelines on the selection of rail grades 

• ‘minimum action’ rules for selected defect types 

• rail inspection technologies 

• rail grinding strategies, and new and optimised approaches for Europe 

• logistic needs and constraints for track construction, maintenance and renewal 

• validation procedure for track construction sites, maintenance and renewal activities 

• boundary conditions and requirements for LCC and RAMS analysis of railway infrastructure 

• modular LCC/RAMS models 

• dissemination plan – network of industries and infrastructure managers 

• establishment of training platform – coherent training programmes 

• technical review and standardisation platform – proposals for standards. 

Keywords: Infrastructure, track, track support structure, switches and crossings, rails, maitenance and 

renewal, logistics, LCC, RAMS, infrastructure managers, industry



Acronym: INNOTRACK 

Name of proposal: Innovative Track Systems 



Total cost: 18,593,337 € 




Sector: Rail 




Website: http://www.innotrack.eu 

Coordinator: Dr Korpanec Imrich 

Union Internationale des Chemins de fer 

16, rue Jean Rey 

FR 75015 PARIS 

E-mail: korpanec@uic.asso.fr 

Tel: +33 (0)1 44 49 20 92 

Fax: +33 (0)1 44 49 20 99 

Partners: Association of the European Railway Industries BE 

European Federation of Railway Track Work Contractors FR 

Carillion Construction Ltd UK 

voestalpine Schienen GmbH AT 

Banverket SE 

Administrador de Infraestructuras Ferroviarias ES 


Balfour Beatty Rail Projects Limited UK 

Ceské dráhy akciová spolecnost CZ 


Laboratoire Central des Ponts et Chaussées FR 

Goldschmidt Thermit GmbH DE 

Network Rail Infrastructure Limited UK 

ÖSTERREICHISCHE BUNDESBAHNEN – Infrastuktur Bau AG AT 

Réseau Ferré de France FR 

VAE GmbH AT 

VOSSLOH COGIFER FR 

DB Netz AG DE 

SPENO INTERNATIONAL SA CH 

Rail Safety & Standards Board UK 

Delft University of Technology (Technische Universiteit Delft) NL 

PRORAIL B.V. NL 

Rail Research UK UK 

Czech Technical University in Prague CZ 

Corus UK Ltd, trading as Corus Rail UK 

Société Nationale des Chemins de Fer Français FR 

Damill AB SE 

Universitaet Karlsruhe (TH) DE 

Polyfelt Deutschland GmbH DE 


ConTraffi c GmbH DE 

ARTTIC SA FR 


Manchester Metropolitan University UK 

G-Impuls CZ 

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278 


ITARI 

Integrated Tyre and Road Interaction 

Road traffi c is steadily increasing. The objective here is to provide tools to investigate 

new road surfaces, which will lower noise emission, lower fuel consumption and 

meet safety requirements. It will demonstrate the implementation of virtually 

prototyped road surfaces. 

Background 

Road traffi c with its conventional heat-engine vehicles, whose energy effi ciency is far from optimal, is one of 

the main sources of urban pollution from greenhouse gases, and it also contributes to the European Union’s 

excessive energy consumption. With the increasing effi ciency of engines, secondary eff ects such as rolling 

resistance will play a dominant role when aiming for further reductions in fuel consumption. 

Noise pollution from road traffi c is another major environmental problem. A major component of road traffi c 

noise is tyre/road noise. To achieve the proposed reduction targets it is necessary to reduce tyre/road noise. 

Safety is the crucial demand on road surfaces, so the design of new, low-noise textures or textures with 

low rolling resistance must not risk the grip potential (especially under wet conditions). Currently more 

than 40 000 people are killed on EU roads every year. The strategic objective is to cut this number by 50% 

within the next eight years and 75% by 2025. The aim here is to design highly sophisticated road surfaces 

to provide an optimum grip. However high-grip surfaces considered alone may not necessarily be saving 

fuel or absorbing noise. 

Models are needed to assist in the design of road surfaces and to predict their essential properties. 

Objectives 

The main scientifi c and technical objectives of ITARI will consist of three main categories: design tools, 

measurement methods and a demonstration of production techniques. 

The objective for the set of design tools is to allow for virtual design of road surfaces and their essential 

properties. This will include tools for designing: 

• low noise surfaces based on a hybrid simulation model for tyre/road noise 

• a prediction tool for rolling resistance as a function of surface properties 

• a prediction tool for wet grip. 

Measurement tools will be provided for the description of surface properties, especially concerning: 

• absorption characteristics of road surfaces 

• fl ow resistance of surfaces 

• mechanical impedance of road surfaces. 

While the development of models and tools takes place mainly during the fi rst two years, year 3 is 

specifi cally dedicated to the review and assessment of the project results. The main activities at this point are 

demonstrating and validating the results by: 

• suggesting optimised innovative road surfaces with an improved overall performance, based on the 

models developed for the prediction of noise, rolling resistance and wet grip. 

• building such virtually designed surfaces by applying new and innovative road surface technology 

• validating the results by measurements.


The main key for the design of surfaces is understanding the interaction between tyre and road surface, this 

interaction being responsible for contact forces acting between the two. The contact forces are, at the same 

time, a starting point for the prediction of noise generation, rolling resistance and wet grip. 

The main part of the work is based on the tyre/road noise model developed in the European project RATIN. 

Models have been developed to predict noise and rolling resistance, which also support the development of 

prediction tools for wet grip performance. 

Despite the complexity of the models, it is essential that the tools can be applied in engineering applications. 

Therefore one or several surfaces are selected for a paving experiment. These experiments will be made on 

the full scale paving test site of RWTH Aachen. The demonstration allows for creating desired texture features 

without the restrictions incurred by the usual material selection or manufacturing process. 

In order to verify tools and models, theoretical results are compared with measured performance of the 

manufactured road surface. 

Results 

Several parameters determine the environmental friendliness of road transport. A major parameter is the 

road texture infl uencing noise generation, rolling resistance and safety. 

The project will help to fi nd optimal tyre/road combinations, which minimise the total energy loss due 

to the rolling resistance and will lead to a reduction of the fuel consumption and thereby the emission of 

greenhouse gasses. 

Highly sophisticated road surfaces designed to provide an optimum of grip will help to achieve 

improved safety. 

The reduction of road traffi c noise (i.e. mainly tyre/road noise) needs high priority. Previous studies show 

that the noise reduction potential is expected to be 6 dB for passenger car tyres on dense road surfaces 

(referenced to stone mastic asphalt 0/8 or 0/11). Combining these low noise textures with sound absorbing 

and/or fl exible constructions should give a reduction of at least 4 or 5 more decibels – independently from 

the tyres and the speed. 

In addition to this, ITARI will demonstrate the implementation of virtually prototyped road surfaces in the 

production process. This is an essential step to create acceptance for innovative surfaces by decision-makers, 

infrastructure planners or road manufacturers. It will also demonstrate an alternative to expensive trial and 

error full-scale experiments as applied today in the development of new road surfaces. 

Keywords: tyre/road noise, rolling resistance, wet grip, tyre/road interaction, manufacturing 

ITARI 



Noise created by compression of air in the contact between tyre and road Friction model for the determination of grip 

ITARI 

279

280 


Acronym: ITARI 

Name of proposal: Integrated Tyre and Road Interaction 



Total cost: 2,115,787 € 






Sector: Road 




Coordinator: Prof. Kropp Wolfgang 

Chalmers University of Technology 

Sven Hultins Gata 8a 

E-mail: 


wolfgang.kropp@chalmers.se 

Tel: +46 (0)317722204 

Fax: +46 (0)317722212 

Partners: Müller-BBM GmbH DE 

Rheinisch-Westfälische Technische Hochschule Aachen DE 


Centre Scientifi que et Technique du Bâtiment FR 


Bundesanstalt für Strassenwesen DE



NR2C 

New Road Construction Concept 

What will the European road system look like in 2040? How can innovation deliver 

solutions to the challenges of the future? These are the two questions which NR2C 

aims to answer. NR2C provides a long-term vision of road infrastructure, based 

on new concepts, and develops specifi c innovations to support this vision in three 

areas: urban, interurban and bridges. 

Background 

European civil infrastructure systems represent huge public investments and they are expected to provide 

service for very long periods of time. This means that future developments in the transport of goods and 

people must be assessed and planned well in advance. Looking ahead to the future and considering the 

probable developments in society requires a search for proper solutions. 

Furthermore, the enlargement of the European Union has heightened the acute need for a sustainable 

integrated European surface transport network. Even if there are diff erent starting points for deciding on the 

future, between Eastern and Central Europe on the one hand and Western Europe on the other, the future 

for the various regions of Europe will not diff er. Freedom of travel and communication, as well as freedom 

of exchanging information and technology will contribute to the creation of a similar basic level of needs 

and demands all over Europe. The national and regional cultures, the economic situation and the political 

leanings of the authorities will determine the priority and speed of implementing trends and developments, 

but the main diff erences will become equalised in the year 2040. All the countries are or will be confronted by 

a shortage of clean environment, energy and space, with an increasing demand for mobility. 

Objectives 

NR2C is a quest for conceptual and technical answers to the mobility and transport demands of the future. It 

aims to generate future-oriented initiatives for accessibility problems and issues related to road infrastructure. 

It will develop long-term perspectives, concrete pilot studies and research recommendations, linking longterm 

visions and ideas to short-term actions. 

The vision can be considered as a focal point for policy-makers and engineers in taking the right decisions 

concerning use, design, construction and maintenance of infrastructure. 

Innovations developed in each of the three areas – urban, interurban and bridges – are in accordance with 

concepts identifi ed in the vision (reliable, smart and safe, green, and human). 

In urban areas, the development of design models for multi-modal platforms and the development of ecoinfrastructure 

which mitigates road traffi c pollution answer to the human and green objectives. 

In interurban areas, two studies aim at reducing consumption of rare resources and supporting the recycling 

of material or using waste. Another one limits the disturbance to the road users by improving the maintenance 

process. 

With bridges, the needs are for durability, a facility to build and a move towards using light and prefabricated 

structures made with new materials. 


Based on large surveys carried out on road stakeholders, NR2C will identify safe and environmentally friendly 

infrastructure construction and maintenance concepts. Innovative concepts will be ranked and the most 

promising developed for further studies, aimed at establishing feasibility and clarifying unsolved problems. 

NR2C is divided into work packages (WP): WP0 – vision, WP1 – urban and suburban infrastructure, WP2 – 

interurban infrastructure, WP3 – bridges. Special care will be taken with dissemination and clustering in WP4. 

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NR2C will be carried out in three phases: 

Phase 1 – survey and analysis: this phase is designed to clearly identify future user needs and expectations. 

It consists of enquiries, surveys, focus workshops and brainstorming sessions to build the vision. In parallel, 

state-of-the-art reports on innovations in urban and interurban areas and concerning bridges are provided. 

Phase 2 – assessment and selection: during this phase, innovations, feasibility studies and preliminary models 

are carefully assessed and the most promising ones selected for further development. 

Phase 3 – testing and recommendations: innovations selected in Phase 2 will undergo detailed design, 

laboratory or pilot tests, which will lead to specifi c recommendations. 

This work will culminate with the mid-term workshop and the fi nal seminar. 

Results 

NR2C will provide 24 deliverables. 

NR2C Vision is based on four key concepts – reliable, green, smart and safe, and human – converted to ideas 

for solutions and future research areas. 

In urban areas, the two innovations studied are: 

• development of design models that can be used as a tool to assess urban projects 

• eco-technic infrastructure, which combines the most innovative technologies to mitigate road 

nuisance: noise, vibration, air and water pollution. The most original work is relevant to air pollution 

with the development of a prototype able to abate pollution rates. 

In interurban areas, four innovations are studied: 

• high-performance underlayers with low-cost materials and high percentages of re-uses: layers with a 

diff erent ratio of reclaimed asphalt are submitted to durability and fatigue tests 

• crack-free semi-rigid pavement: the aim is to demonstrate the feasibility 

• optimisation of maintenance process: based on rating trees by analysing the infl uence of bad climatic 

conditions, the aim is to provide eff ective solutions 

• roadway perception using infrared technology: it demonstrates how infrared characteristics of a road 

environment scene can be used to improve a driver’s vision under bad conditions 

In the bridge section, elements of slab will be designed with new materials, which can be used alone for small 

bridges or be supported by structural elements for greater spans. 

Keywords: Road, concept, future, vision, urban, interurban, bridges 

Road of the future: Eco-infrastructure - Traffi c road nuisance mitigation (noise, vibration, air and water pollution)



Acronym: NR2C 

Name of proposal: New Road Construction Concept 



Total cost: 4,773,992 € 






Sector: Road 



Website: 


http://www.fehrl.org/nr2c 

Coordinator: Mrs Mahut Brigitte 

Laboratoire Central des Ponts et Chaussées 

58 Bd Lefebvre 

E-mail: 


mahut@lcpc.fr 

Tel: +33 (0)1 40 43 54 32 

Fax: +33 (0)140 43 65 20 

Partners: Dienst Weg- en Waterbouwkunde, Ministerie van Verkeer en Waterstaat, 

Directoraat Generaal Rijkswaterstaat NL 

Ecole polytechnique fédérale de Lausanne CH 

Forum of European National Highway Research Laboratories WW 

Belgian Road Research Centre BE 

AUTOSTRADE CONCESSIONI E COSTRUZIONI AUTOSTRADE S.p.A. IT 

Greisch Ingenierie BE 

EUROVIA FR 

Jean Muller International FR 

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SAFE-RAIL 

Development of an Innovative Ground- 

Penetrating Radar System for Fast 

and Effi cient Monitoring of Rail-Track 

Substructure Conditions 

The continuous assessment of substructure conditions is a key need for rail-track 

maintenance activities. The SAFE-RAIL project tackles technological gaps that limit 

state-of-the-art systems by developing an innovative radar for fast and accurate 

monitoring of rail track substructure conditions. 

Background 

The improvement of the European Transport Network is a key action for today’s sustainable development, 

and the revitalisation of railways is a priority that was envisaged in 2001 in the European Commission’s White 

Paper European Transport Policy for 2010: time to decide . In this context, the improvement of the capacity 

and safety of the railway infrastructure is strategic at both national and trans-national levels. 

The accurate, fast and continuous assessment of rail-track surface and subsurface conditions has been 

recognised as a primary requirement of railway owners and users for minimising slowing traffi c and 

optimising network capacity and safety. 

Today, ground-penetrating radar (GPR) is the most promising technology for non-destructive subsurface 

investigation and buried object detection. Railway companies use GPR systems mounted on trains, 

lightweight carts or carried by hand in order to identify fouled ballast and trapped water on railroads. 

However, the eff ectiveness of radar methods is now strongly limited by 

1. diffi culties in estimating the ground dielectric properties with standard GPR antennas, 

2. inaccurate positioning of the collected data for systems on fast moving platforms, 

3. lack of onboard automatic data interpretation tools and anomaly detection capabilities, 

4. lack of an integrated IT approach in long-term monitoring of large (trans-national) railway 

infrastructures. 

Objectives 

The SAFE-RAIL project was designed and proposed for developing effi cient technological tools for continuous 

assessment of hidden and hard-to-monitor substructure conditions in a fast and accurate way. These tools 

will allow increasing risk-management and accident-prevention capabilities while optimising the planning of 

construction, reconstruction and maintenance operations along the rail network with minimum degradation 

of rail network capacity. 

Though radar technology is used today for underground analyses at rail-tracks in conjunction with wellestablished 

methods for surface inspection, a consistent technology gap is still present, preventing the full 

exploitation of the radar’s potentials on high-speed automatic rail diagnostic and monitoring systems, as 

well as during railroad construction works. 

The SAFE-RAIL system is based on a completely new concept of rail-track substructure monitoring radar and 

on innovative data interpretation and analysis tools, based on expert systems and neural networks providing 

fi eld information in a user-friendly way. This will allow full integration of the SAFERAIL subsurface monitoring 

system on high-speed diagnostic trains for :

1. real-time subsurface assessment and delivery of ‘diagnostic’ information to the onboard operator, and 

2. storage of the collected information for long-term multi-temporal analyses. 


Based on an evolutionary approach specifi cally intended to overcome the identifi ed limitation of conventional 

radar instrumentation, the SAFE-RAIL project has developed an innovative rail-track substructure condition 

monitoring system, consisting of: 

• the new fast substructure radar (FSAR), based on innovative antennas, which allow precise estimation 

of layers’ and buried objects’ dielectric properties while maximising penetration depth under any 

terrain conditions, the accurate estimation of wave velocity in the sub-ground, an eff ective clutter 

cancellation, and high-speed platform operations 

• the high-performance radar control unit (HPRCU), that allows real-time control of multiple channels 

and recording of raw collected data supporting train speeds higher than 300 km/h 

• an innovative rail-track positioning unit (RTPU), allowing fast and accurate measurement of the 

platform position and radar triggering 

• an innovative onboard processor (OBP), based on expert systems and neural network algorithms for 

real-time raw GPR data interpretation and user-friendly presentation 

• a networked data interpretation and processing software (N-DIPS) supporting long-term monitoring 

of rail substructure conditions through the networking of diff erent sensors operating along multiple 

segments of the railway infrastructure. 

Results 

D’Appolonia is coordinating an expert team of scientists, technologists and geophysicists from diff erent 

European industrial companies, service providers and research institutes. 

Promising results have been obtained with the fi rst SAFERAIL prototype, which has been recently exercised 

on rail-track test sites. Integration on the MER MEC test-train is in progress, and the 2007 campaign of 

acquisitions on the European Rail Network will provide the fi nal assessment of the SAFERAIL capabilities and 

performance. 

The successful completion of the SAFE-RAIL project will lead to: 

a. demonstrating the capabilities of quickly and accurately referenced detection and classifi cation of railtrack 

condition deterioration in the rail-track ballast, sub-ballast and sub-grade 

b. providing a prototypic processor for user-friendly onboard diagnostic data interpretation and early 

warning against the probability of critical failures of the rail network. 

The full exploitation of the SAFE-RAIL scientifi c and technological results will lead, in the mid-term, to the 

provision of improved performance diagnostic systems and platforms, including powerful radar-based 

subsurface assessment capabilities. These will allow more effi cient, cost-eff ective, faster and safer construction 

and re-construction of railroads, as well as optimised planning of railway network maintenance strategies. 

Keywords: Ground-penetrating radar, ballast, 

diagnostic train 



The SAFERAIL on-board processing system 

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286 


Acronym: SAFE-RAIL 

Name of proposal: Development of an Innovative Ground-Penetrating Radar System for Fast 

and Effi cient Monitoring of Rail-Track Substructure Conditions 



Total cost: 4,274,905 € 






Sector: Rail 



Website: 


http://www.saferail-project.eu 

Coordinator: Mr Sorge Stefano 

D’Appolonia S.p.A. 

Via San Nazaro, 19 

E-mail: 

IT 16145 Genoa 

stefano.sorge@dappolonia.it 

Tel: +39 06 51990631 

Fax: +39 06 51990670 

Partners: Department of Electronics - University of Pavia IT 

Malaa Geoscience AB SE 

Federal Institute for Materials Research and Testing DE 

Building Research Establishment Ltd UK 

Structural Testing Services Ltd UK 

G Impuls Praha spol s.r.o. CZ 

MER MEC S.p.A. IT



SCOUT 

Sustainable Construction of Underground 

Transport Infrastructures 

The SCOUT project develops a new environmentally friendly concept of ‘cut-andcover’ 

tunnels, based on a holistic approach that combines the generalisation of the 

observational method, optimisation of design, breakthrough construction equipment 

and new applications of composite materials. 

Background 

The development of the Trans-European Transport Network requires the construction of many new railways, 

highways and waterborne connections. In urban centres, burying transport infrastructures underground is 

the best option to avoid congestion, noise impact at the surface and, in many projects, is the only possible 

choice to build intermodal connections linking underground stations and airports, parking lots, pedestrian 

access, etc. 

For such underground infrastructure, the cut-and-cover method is a cost-eff ective alternative to tunnels, 

and the best option when the tunnel is relatively shallow (maximum depth < 20 m) and the surface is free 

from buildings. The method is very safe, does not create subsidence, and the phasing of works allows surface 

traffi c to be restored at a relatively early stage, when the cover slab is completed. It has a huge number of 

references over the world for the construction of underground roads, subways, railway lines and stations. 

Cut-and-cover tunnels are therefore a vital tool for the construction of transport infrastructures which are 

needed for the development of the TEN-T Network. But this method is now confronted with a new set of 

requirements: the urgent need for safer and more cost eff ective techniques, and a reduction of environmental 

impact from the construction (use of natural resources, noise, disruption of traffi c, etc). 

Objectives 

The main objective of the project is to develop a new concept for sustainable construction of ‘cut-and-cover’ 

tunnels that optimises the safety and life-cycle cost of the construction, and eliminates or drastically reduces 

most nuisances to urban environment, which are classically associated with construction projects: noise, dust 

and large construction equipment causing long traffi c disruption at the surface. The project concentrates on 

the construction of tunnel walls and, using a holistic approach, addresses the three complementary domains 

of construction materials, design and construction process. 

The fi rst target is to develop new composite materials, namely fi bre-reinforced concrete optimised for the 

construction of tunnel walls. The second target is to optimise the design of the structure, fi rstly by using 

these new materials and secondly by a systematic implementation of the observational method. The third 

target is to develop a new and breakthrough concept of construction equipment – modular, suitable for 

most European soil profi les – with the capacity to install this tunnel structure with minimum environmental 

impact. A complementary study addresses the subject of recycling excavated materials. 

The fi nal objective is to validate the concept by the construction of a prototype of limited depth (8 metres) 

to be tested in real conditions. 


1. New methods for design 

Starting from the analysis of a selection of reference cases, the project will develop the following: 

• new methods to optimise the engineering of cut-and-cover projects, using the concept of a ‘doubleskin’ 

structure and aiming at reducing the cost of construction materials by 15% 

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288 


• a methodology and relevant documentation to apply the observational method to cut-and-cover 

tunnels on a wide scale, with the objective of eliminating the extra delays and increased costs classically 

related to soil heterogeneity. 

2. A breakthrough construction method 

A radically new concept for the construction of tunnel walls will be developed, where the drilling process 

is continuous and horizontal, with the objectives of minimal environmental impact and maximum 

workers’ safety. Modular architecture of the equipment will allow the adaptation of a large variety of 

tunnel projects in a number of diff erent European soil types. The environmental advantages will be 

minimal noise and dust, and no drilling through mud. The concrete structure will be cast in situ and 

equivalent in quality to that of superstructures. 

3. New composite materials, material recycling 

The project will investigate how fi bre-reinforced concrete materials can be used in both temporary and 

permanent structure members to optimise structural design. New materials are being developed and 

will be tested at full scale. 

The recycling of excavated soil is being analysed (soil conditions, plant equipment, quality control 

requirements, costs), so as to identify the current blockages and to establish a roadmap towards the 

implementation of soil waste recycling. 

Results 

The results of the project will be: 

a. New practical tools for the deployment and integration of the observational method in the construction 

process as requested by the EUROCODE, with the objective of providing full control of construction 

safety, costs and delays. 

b. New design tools for the optimisation of structural design, with the objective of 15% savings on cost of 

construction materials and minimal environmental impact. 

c. New breakthrough construction equipment suitable for cut-and-cover sites of all sizes, characterised 

by: 

d. innovative equipment of modular architecture 

providing a high level of fl exibility to cope 

with a variety of infrastructure confi gurations 

and soil profi les 

e. new type of drilling bit, specially designed for 

this equipment 

f. a prototype of limited depth (8 metres), 

validated in real conditions 

g. new fi bre concrete composite materials for 

cut-and-cover tunnels, validated by full-size 

structural tests 

h. a roadmap towards material recycling in cutand-cover 

tunnels. 

Keywords: Transport, infrastructure, 

construction, tunnel, cut-and-cover, 

geotechnique, fi bre concrete, 

composite, observational method 

General view of a cut and cover project in Toulouse, France



Acronym: SCOUT 

Name of proposal: Sustainable Construction of Underground Transport Infrastructures 



Total cost: 3,599,250 € 






Sector: Multi 



Website: 


http://www.soletanche-bachy.com/scout 

Coordinator: Mr Hamelin Jean-Pierre 

Soletanche Bachy France 

6 Rue Watford 

E-mail: 

FR 92000 NANTERRE 

jp.hamelin@soletanche-bachy.com 

Tel: +33 (0)1 47 76 57 50 

Fax: +33 (0)1 49 06 97 34 

Partners: IBDiM - Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute PL 

Ove Arup & Partners Ltd UK 

AB Sandvik Tamrock Tools SE 

ECCON - Engineering Computer Consulting Gmbh AT 

S.C. ZIPACON RO 

AITEMIN - Asociación para la Investigación y Desarrollo Industrial 

de los Recursos Naturales ES 

Riga Technical University 

ARMINES - Association pour la Recherche et le Développement 

LV 

des Méthodes et Processus Industriels FR 

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290 


SPENS 

Sustainable Pavements for EU New 

Member States 

The aim of the project is to develop appropriate tools and procedures for the rapid 

rehabilitation of road pavements using materials that would: 

- behave satisfactorily in a typical climate 

- have an acceptable environmental impact 

- be easy to incorporate within existing technologies 

- be cost-effective and easy to maintain. 

Background 

The standard of road infrastructure diff ers throughout the European Union Member States. In general, the 

means of transportation are of a lower standard in the new Member States, but the present volume of heavy 

road transport requires a sustainable road infrastructure immediately. 

There is a constant need for new resistant pavement materials that should comply with EU regulations. Due 

to the priority of motorway construction, the standard of maintenance of other roads has been lowered, 

resulting in an increased need for eff ective road maintenance and improvement over the years to come. 

The materials and technologies now used in the new Member States diff er from those adopted in common 

practice in the EU-15. 

SPENS will focus on developing procedures for producing and implementing improved materials for road 

construction, taking into account the local tradition, the availability of materials and construction techniques, 

as well as the specifi cs of roads that have already been constructed. 

The research work will concentrate on the assessment of existing road conditions and maintenance planning, 

on pavement renewal and the upgrading of roads, and on the environmental impacts of roads. 

Objectives 

The overall objective of the SPENS project is to generate knowledge to enable a more rapid rise in the 

standard of the road infrastructure, by developing appropriate tools and procedures for the long-lasting and 

more cost-eff ective improvement of roads. 

Effi cient and economic rehabilitation of the existing road network can be attained if reliable and scientifi cally 

based information is available on both present pavement conditions and current actions about pavements. A 

new systematic decision-making methodology about pavement rehabilitation and upgrading will contribute 

to sustainable surface transport. 

The proper use of new techniques, such as the reinforcing of pavements, can bring economical and ecological 

benefi ts. Guidelines will indicate the best practice on how to use these methods and materials. 

The development of new techniques, which allow for the incorporation of recycled waste materials of diff erent 

origins into building materials for roads, will contribute to savings in natural raw material resources. 

An uneven and rough road surface gives rise to higher fuel consumption, exhaust emissions, costs for vehicle 

wear and road traffi c noise. The research will contribute towards the implementation of pavement types with 

high durability. Instructions for the selection of pavement types with low noise emissions can reduce the cost 

for noise abatement measures, which are a growing cost factor in the construction of new roads.


The research work will be organised into four technical work packages, and will address the specifi c problems 

of the new Member States. 

Since fi nancial resources for road maintenance and rehabilitation are very limited, sophisticated pavement 

management systems can provide results upon which long-term optimum decisions can be made. The 

research of one work package will focus on techniques for gathering the proper input parameters and the 

development of a systematic methodology analysis of the deterioration caused by traffi c. 

The research work outlined in the work package ‘Improvement of pavement structures’ will show the 

potential of new techniques for the improvement of new and existing fl exible road pavements. For example, 

the effi ciency of diff erent kinds of reinforcement for road widening and rehabilitation will be established, and 

a practical model for the optimisation of an asphalt mixture design will be tested. Within this work package 

the benefi ts and limits of waste and by-product materials, including recycled materials, for road construction 

will be studied. 

Evaluation of materials and pavement layers appropriate for road upgrading will be analysed in a separate 

work package, which will be focused on modifi ed bitumen as asphalt binders, high modulus asphalt mixtures, 

and their actual fi eld performance. Laboratory work will be concerned with a number of mixtures, the most 

promising of which will be tested in the fi eld, taking into account the specifi c climate and traffi c loads. 

The work package ‘Assessment of the impact of roads on the environment’ will focus on the characterisation 

of diff erent types of road pavements with regard to environmental features and traffi c noise emission, taking 

into account the typical compositions and pavements used in the new Member States. 

The research work will gain from clustering with other on-going research projects, but will be oriented 

towards implementation, and will focus on the issues which are the most important for end-users such as 

road administrations and contractors. 

Results 

Sustainable road infrastructure improves mobility, has an important economic eff ect and also improves 

quality of life. 

The project aims to develop new construction concepts for sustainable and cost-eff ective road surfaces 

through the use of materials and technologies commonly available in the new Member States, paying special 

attention to environmental impacts. 

SPENS will produce publicly available practical guidelines for the topics addressed within the research. An 

extensive eff ort will be made to ensure the wide and rapid dissemination of outcomes to the key stakeholders 

and for the exploitation of the results, especially in the new Member States. A project brochure and a website, 

as well as a multi-lingual web platform within the CERTAIN coordination action, will be prepared in order to 

bring the results closer to end-users. 

Keywords: Pavements, pavement materials, road assessment, environmental impact of roads, road 

upgrading methods, waste materials 

Example of an under-designed pavement 



Recording of surface and road parameters 

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292 


Acronym: SPENS 

Name of proposal: Sustainable Pavements for EU New Member States 



Total cost: 2,471,150 € 






Sector: Road 



Website: 


http://www.spens.fehrl.org 

Coordinator: Ms Ravnikar Turk Mojca 

Zavod za gradbeništvo Slovenije 

Dimiceva 12 

E-mail: 

SI 1000 Ljubljana 

mojca.turk@zag.si 

Tel: +386 (0)1 2804 393 

Fax: +386 (0)1 2804 264 

Partners: Közlekedéstudományi Intézet HU 

Statens väg- och transportforskningsinstitut SE 


Centrum dopravniho výzkumu CZ 

Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute PL 

Žilinská univerzita v Žiline SK 


DDC svetovanje inženiring, Družba za svetovanje in inženiring, d.o.o. SI 

Ferriere Nord S.p.A. IT



Sustainable Bridges 

Assessment for future traffi c demands 

and longer lives 

In order to double (or even treble) the transportation by rail over the next 20 years, 

the load capacity and the mean residual service life of railway bridges needs to be 

increased. the project determines methods by which this could be achieved. 

Background 

There is a great demand for European railway bridges to carry increased loads and allow higher speeds 

increasing infrastructure capacity for passenger and freight traffi c. In many cases these demands can be met 

through proper structural assessment, determination of the true behaviour of the structure, strengthening 

of certain sections or by monitoring critical properties. Research has shown that there is a great potential for 

a big step forward in all these areas. Using a probabilistic approach for loads and resistance is one example of 

a new generation of methods that can be developed and applied. 

Codes for bridge design has been developed gradually and have been designed to consider all the 

uncertainties that are present in the construction phase of a structure. These codes are also often used for 

the evaluation of existing bridges. However, far better information on material and structural properties is 

available for an existing structure than for one not yet built. Nevertheless the same factors of safety are often 

applied to existing structures as to the ones being constructed. Many bridges can be allowed to carry greater 

loads and faster trains if better codes and methods for assessment are used. 

The project will save about €1 000 million (2% of the capital value of the bridges) by allowing increased loads 

and extending residual service life. 

Objectives 

The project objectives are: 

- to increase the transport capacity of existing bridges by allowing axle loads of up to 33 tons for freight 

traffi c with moderate speeds or for speeds of up to 350 km/hour for passenger traffi c with low axle loads 

- to increase the residual service lives of existing bridges by up to 25% 

- to enhance management, strengthening and repair systems. 

The objectives are achieved by diff erent measures, for example: 

- developing new methods for structural assessment of existing bridges in order to obtain better 

approximations of the real structural capacity 

- giving guidance and using background material for a new code and guidelines for structural 

assessment 

- determining models for the progressive development of reinforcement corrosion 

- developing a scanning application and a combination of echo methods for condition assessment 

- developing, implementing and testing monitoring systems based on optical fi bres, micro-electromechanical-systems 

(MEMS), a local area communication infrastructure and smart data processing tools 

- preparing guidelines for monitoring 

- developing easy-to-handle systems and a guideline for quality assurance of repair and strengthening 

- applying the developed methods on demonstration bridges 

- disseminating the new results by publications, a website, training courses/workshops, seminars and a 

conference. 

293

294 



Much research has been carried out in relation to this fi eld of research but there is a need for integration, 

innovative development and testing in order to establish procedures for the safe and eff ective management 

and upgrading of railway bridges. 

The work is carried out in nine work packages (WP): 

WP1: Map existing bridge types to fi nd critical points 

WP2: Internal review and guidance. Investigate present and future loads and load distributions. Check 

demands for traffi c interoperability between countries 

WP3: Develop new methods for inspection and condition assessment 

WP4: Develop improved methods to determine the capacity of structures 

WP5: Develop monitoring methods based on new IT 

WP6: Develop new repair and strengthening methods using e.g. carbon fi bres 

WP7-8: Demonstrate the new methods by fi eld testing and monitoring on bridges 

WP9: Training bridge owners, consultants and contractors in the use of these new methods. 

The project is carried out by a consortium of bridge owners, consultants, contractors and research institutes 

from all over Europe. Jan Olofsson, Skanska, Sweden, is Manager and Prof. Lennart Elfgren, Luleå University of 

Technology, Sweden, is Scientifi c Leader. They are assisted by a team of work package leaders and report to 

an executive board appointed by a general assembly consisting of all members of the consortium. 

Results 

More than 40 deliverables are planned; most of them are already available in preliminary versions. 

- A group of railway owners has mapped the existing stock of over 220 000 railway bridges. Over 35% of 

the bridges are more than 100 years old, while only 11% are less than 10 years old. Small span bridges 

dominate, with 62% of the bridges spanning less than 10 metres, while only 5% have spans larger than 

40 metres. 

- Measurement methods available for quantifying the present situation have been collected in a toolbox 

making information accessible to bridge engineers. Proposals for use in new condition assessment 

systems and connections to a unifi ed damage classifi cation scheme are made. 

- Monitoring techniques (sensors, data communication and data processing) are being developed. 

- A guide for assessment of loads, capacity and resistance has been drawn up. 

- Repair and strengthening methods are developed. 

- The developed methods are tested on fi ve existing bridges. One of them has been loaded to failure after 

being strengthened with near-surface mounted carbon fi bre reinforced polymer bars. 

- Training courses are planned. 

- A conference on Sustainable Bridges is planned for October 2007 in Wroclaw, Poland. 

- A website has been set up at 

www.sustainablebridges.net 

The project, in the summer of 2006, is more than 

half way through and the overall progress is very 

good. 

Keywords: Assessment methods, 

strengthening of structures, 

monitoring of loads and 

deformations, residual service life 

Test to failure of a reinforced concrete bridge in order to evaluate 

strengthening and assessment methods 

Lennart Elfgren



Acronym: Sustainable Bridges 

Name of proposal: Assessment for future traffi c demands and longer lives 



Total cost: 10,231,460 € 






Sector: Rail 




Website: http://www.sustainablebridges.net 

Coordinator: Olofsson Jan 

Skanska Sverige AB, Skanska Teknik 

Råsundavägen 2 

SE 16983 Solna 

E-mail: jan.olofsson@skanska.se 

Tel: +46 (0)31 7711319 

Fax: +46 (0)31 7711927 

Partners: Network Rail UK 

Banverket SE 

Federal Institute for Materials Research and Testing DE 

COWI A/S DK 

Swiss Federal Institute for Materials Testing and Research CH 

Luleå University of Technology SE 

Laboratoire Central des Ponts et Chaussées FR 

North Finnish Building Cluster/Consulting KORTES Ltd, 

Consulting Engineers Sormunen & Uuttu Ltd FI 

Wroclaw University of Technology PL 

City University, London UK 

University of Salford UK 

Swedish Geotechnical Institute SE 

Sto Scandinavia AB SE 

DesignTech Sweden AB SE 

Swedish Road Administration SE 

Deutsche Bahn AG DE 

Universität Stuttgart (University of Stuttgart) Institut für Werkstoff e 

im Bauwesen (Institute of Construction Materials) DE 


Norut Teknologi AS NO 

Swiss Federal Institute of Technology, Lausanne CH 


University of Oulu, Research Unit of Construction Technology FI 

Finnish Rail Administration FI 

Finnish Road Administration FI 


Universidade do Minho PT 

Universitat Politècnica de Catalunya ES 

PKP Polish Railway Lines PL 

Vladimir Cervenka - Consulting CZ 

Royal Institute of Technology SE 

Lund Institute of Technology SE 

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296 


TURNOUTS 

New Concepts for Turnouts in Urban Rail 

Transit Infrastructures 

The word ‘turnout’ describes the junction in trackwork where lines diverge or 

converge. Although a turnout consists of several components, this project focuses 

on the most expensive component: the frog. The frog is the section of the turnout 

that enables the wheel that is running on one rail to literally cross over another 

rail. The project considers the following types of frogs: cast manganese, welded, 

moveable nose, fl ange bearing and deep groove. The TURNOUTS project focuses on 

the design and manufacture of new turnout concepts for rail infrastructure. Project 

partners include the main European turnout manufacturers as well as research and 

engineering organisations, one contractor and three end users. 

Background 

There is a signifi cant diff erence between railway operations and urban transport (tram, metro) operations. 

The main one is speed. The speed varies from 100 km/h for a freight train to 160 km/h for medium-distance 

trains to 350 km/h for high-speed trains. In comparison, the maximum speeds of a tram and metro are far 

lower at respectively 50 and 100 km/h. Railway axle loads range from 18 tonnes for passenger coaches to 

22.5 tonnes for freight and locomotives, whereas axle loads for tram and metro range from 8 to 14 tonnes. 

Railways usually face fewer geographical and thus environmental concerns, as they run separately, typically 

at a greater distance from residences. Metros and trams face signifi cant space constraints as they operate in 

an urban environment. Metro tracks are in a tunnel and turnouts cause great concerns, especially in terms 

of noise and vibration. Trams operating on the streets, often close to residences, cause similar problems. 

In addition, trams operating on the street require special (girder) rails and thus special turnouts. All these 

elements show that, even though the basic concepts are the same, turnouts developed for railways cannot 

be simply implemented in urban transport. 

Objectives 

The objective of this project is to improve the vehicle-track interaction of turnout systems as used in urban 

rail transit, and therefore improve their effi ciency, enhance their safety levels, reduce their maintenance 

costs, increase their life expectancy and restrain the emitted noise. 


The TURNOUTS project starts with the modelling of actual turnouts to provide the benchmarks against which 

the improvements will be measured. Design changes will be implemented in the models to predict their 

behaviour. The turnouts will then be manufactured and installed for validation purposes and measurements 

will be performed to confi rm the predictions from the models. The end result will be a series of turnouts with 

improved characteristics. The project is divided into several work packages (WP): 

WP1: Six diff erent existing turnout systems representing the conventional turnouts used today will be measured 

and modelled. The models will be optimised to refl ect the actual measurement results. Improvements and 

changes will be made to these turnouts. The models are than used to optimise the proposed changes. 

WP2: A large number of potential measures to reduce impact forces will be defi ned. Conceptual design 

studies will be made for some of these designs.

WP3: Seven test sites will be selected within the networks of the participating operators and the most optimal 

design for each particular location will be developed. 

WP4: The most optimal designs will include the use of new materials, new manufacturing techniques and 

new installation techniques. The selected designs will be manufactured and tested in the lab. 

WP5: After installation, the performance of the designs will be tested and compared against the calculated 

results. 

WP6: The results of the new designs will be used to develop conclusions about the benefi ts of various 

designs. 

Results 



The project focuses on design and manufacture of new construction concepts of special trackwork for 

rail infrastructure that are low maintenance, high quality, safer, risk mitigating and produce lower noise. 

Complete turnouts will be considered in the research project (frog and switch area) with the exclusion of the 

control systems. At the start of the project, two diff erent modelling procedures for impact force calculation 

during vehicle running in turnouts will be compared for their performance and validated. A fi rst comparison 

will be made comparing measurement and modelling results on a reference turnout. Further refi nement will 

be made by updating modelling results by means of measurement results on six diff erent turnout systems, 

which are representative for the conventional turnouts used today in urban rail transport networks (WP1). 

Also at the start of the project, a large number of potential design measures for reducing impact forces will be 

defi ned. A conceptual design study of these design measures will be made (WP2). In the second phase of the 

project, seven test sites will be selected (three end users) and for each test site the most optimal new turnout 

design will be developed (iterative procedure in terms of refi ning selected turnout or in terms of selection 

a new turnout design) (WP3). The newly developed turnout systems will be manufactured (WP4), tested 

in the lab and installed on site. This will include the use of new materials, new manufacturing techniques 

and new installation techniques. Their performance will be measured and compared against the calculated 

results (WP5). At the end of the project, conclusions will be drawn in WP6. The consortium includes the main 

European turnout manufacturers, research and engineering partners, a contractor and three end users. 

Keywords: Turnouts, impact forces, life expectancy, maintenance, noise, vibrations 

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Acronym: TURNOUTS 

Name of proposal: New Concepts for Turnouts in Urban Rail Transit Infrastructures 



Total cost: 3,950,916 € 






Sector: Rail 




Coordinator: Dr Vanhonacker Patrick 

Dynamics, Structures & Systems International 

Jules Vandenbemptlaan 71 

E-mail: 

BE 3001 Heverlee 

patrick.vanhonacker@d2sint.com 

Tel: +32 (0)16 238988 

Fax: +32 (0)16 238910 

Partners: Bari Fonderie Meridionali IT 

Cogifer FR 

Vlaamse Vervoersmaatschappij De Lijn BE 

Frateur de Pourcq BE 

Jez Sistemas Ferroviarios ES 





Université Catholique de Louvain BE

URBAN TRACK 

Urban Rail Infrastructure 



The URBAN TRACK integrated research project was set up to address the ‘2020 

ERRAC’ vision: low life-cycle cost (LLC), high performance, modular, safe, low noise and 

vibration rail infrastructure systems that fi t into a harmonised European market. 

Background 

New urban rail systems (LRT, tram, metro) face destructive opposition to the installation of new tracks from 

residents living nearby. This often-organised resistance delays the necessary authorisations. Their arguments 

are about noise and vibration disturbance during construction and exploitation, reduced revenues for 

businesses during construction, and general quality of life concerns over things such as safety, reduced 

property values and neighbourhood attractiveness. Besides these human factors, there are also a number 

of technical issues that increase the project cost and thus require improvement. The cost of classical urban 

track construction is very high, especially for embedded tram tracks, which include the complete renovation 

of the roadbed and, in some cases, also the sewer system. Track renewal methods are cumbersome, time 

consuming and often need complete closure of a section. There is almost no standardisation within the 

same network. On a broader scale, there is no uniformity of functional requirements between networks, 

making it hard to transfer rolling stock from one network to another. Urban networks often also face internal 

challenges. Investment costs and maintenance costs are generally covered by two diff erent authorities that 

may have opposing interests, and prevent LCC-based decisions. This is further exacerbated by the fact that 

no generally accepted method exists to assess the total life-cycle cost of urban track systems. 

Objectives 

This four-year research project aims at developing, testing and validating a series of innovative products that 

can be categorised in three classes: 

• innovative new products and solutions: prefabricated track modules, green tram tracks, embedded 

metro tracks, alternative low-cost tracks for fl oating slab in tunnels and on gradients 

• innovative new methods: innovative track installation methods, automated track installation, fast 

renewal and refurbishment methods, cost/benefi t analysis method for infrastructure works, preventive 

and predictive maintenance methods, techniques for reducing wear in curves and turnouts 

• harmonised reference documents: standard for rail transit track inspection and maintenance, LCC 

calculation method, functional performance specifi cations. 

The products will be integrated into a family of solutions within the function of the track type (metro, tram 

shared, tram segregated) and in function of the network’s specifi c needs. Validation will be carried out in ten 

networks (each validating another type of infrastructure or solution). The evaluation will be based on criteria 

such as operational availability and cost. 


The project aims at developing families of innovative products, methods and standards in order to achieve 

greater harmonisation and safe, environmentally friendly urban track solutions at a low cost. The building 

blocks will be integrated using the developed tools into a family of solutions within the function of the track 

categories concerned (metro, tram-shared, tram-segregated) and within the function of the specifi c needs of 

the network concerned (small curves, high axle loads, etc.). 

Subproject (SP) 1 revolves around the following new products/solutions: prefabricated track modules, green 

LRT/tram tracks, embedded metro tracks, alternative low cost tracks for fl oating slab in tunnels and on 

gradients, maintenance-free interface between rail and street pavement for embedded tracks. 

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300 


SP2 will cover the following new methodologies for track maintenance, renewal and refurbishment: 

innovative track installation methods, automated track installation, fast renewal and refurbishment methods 

of existing tracks (LRT/tram), cost/benefi t analysis method for urban rail infra works (LRT/tram), preventive 

and predictive maintenance for metro tracks, techniques for reducing wear in curves and turnouts (LRT/ 

tram). 

SP3 will design and implement these solutions at selected test sites. 

SP4 will develop a LCC model and an associated software tool. It will also look at the socio-economic cost of 

track construction for nearby residents and shops. 

SP5 will develop harmonised standards for rail transit track inspection and maintenance, as well as harmonised 

functional performance specifi cations. It should be noted that the network operators/infrastructure managers 

are the drivers of this project. 

Results 

The entire project deals with two topics: reducing costs and harmonising specifi cations. This project is aimed 

at reducing the life cycle costs by 25% by reducing the material cost by 20%, the overall installation cost by 

30% and by increasing the service life by 50%. The results will be new innovative track products, systems and 

construction methods, as well as new innovative track maintenance methods, supported by a comprehensive 

LCC model and its accompanying software. These innovative construction methods are developed in 

conjunction with a harmonised standard for ‘rail transit track inspection and maintenance’ and harmonised 

functional performance specifi cations. These harmonised documents will promote the standardisation of 

track systems. Besides these cost savings, the improved quality of the track construction methods will result 

in reduced fatigue damage and longer service life; two factors that benefi t safety. The new track systems will 

benefi t the environment through better aesthetics, controlled noise and vibrations. 

Keywords: Track, installation, maintenance, LCC, performance specifi cations, maintenance specifi cations

Acronym: URBAN TRACK 

Name of proposal: Urban Rail Infrastructure 



Total cost: 18,590,478 € 






Sector: Rail 




Coordinator: Mr Van Leuven André 

Dynamics, Structures & Systems International 

Jules Vandenbemptlaan 71 



E-mail: 

BE 3001 Heverlee 

andre.vanleuven@d2sint.com 

Tel: +32 (0)16 238988 

Fax: +32 (0)16 238910 

Partners: Société des Transports Intercommunaux de Bruxelles BE 


Bremen Strassenbahn AG DE 

Composite Damping Materials BE 

Die Ingenieurswerkstatt DE 

Institut für Agrar- und Stadtökologische Projekte an der Humboldt DE 

Tecnologia e Investigacion Ferriaria ES 



Dirreccion General de Transportes, COPT, Junta de Andalucia ES 

Alfa Products & Technologies BE 

Autre Porte Technique Global PH 



Companhia do Metro de Sao Paolo BR 

Studiengesellschaft für Unterirdische Verkehrsanlagen DE 

Stellenbosch University ZA 

Transport for London UK 

Ferrocarril Metropolita de Barcelona ES 

Trends Engenharia e Tecnologia BR 

Transport Technology Consult Karlsruhe DE 

Université Catholique de Louvain BE 

Universiteit Hasselt BE 

International Association of Public Transport BE 


Verkehrsbetriebe Karlsruhe DE 

Fritsch Chiari & Partner AT 

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CATIEMON 

Catenary Interface Monitoring Coherent 

sensing technology for electrical 

railway infrastructure and rolling 

stock for interoperable cross boundary 

transportation 

In a deregulated EU rail market, the monitoring of the vehicle and infrastructure 

interface is mandatory for an enhanced availability of operation, which reduces 

costs. Condition monitoring becomes crucial when a rolling stock is crossing 

boundaries between independent infrastructure grids. 

CATIEMON is investigating methods to determine damaged pantographs and 

overhead line equipment. Effective in-service monitoring of these components 

ensures that preventive action to be taken before more serious damage occurs. 

Background 

The SMITS EU Fifth Framework Programme project built the foundation for the CATIEMON project. The 

principles for condition monitoring were investigated and are now further developed and applied within 

this project in the Sixth Framework Programme. 

SMITS was considering solely the use of techniques involving the pantograph to detect overhead line 

condition. CATIEMON considers this aspect further and also exmines the use of an infrastructure device to 

assess pantograph condition. 

By investigation damage to these components, eff ective responsibility can be attributed to the rolling stock 

or infrastructure owner in relation to the condition of their equipment. The method could also be used to 

determine access charges and to restrict the use of locos with damaged patographs running on a network. 

Objectives 

The objective of this project is to minimise the damages on the overhead contact line (OCL) and the current 

collector (pantograph). Both rail infrastructure managers and rolling stock operators will obtain greater 

transparency on the condition of the other party’s devices. 


To enable the train to detect damages on the overhead contact line, the pantograph will be equipped with 

sensors. The rail infrastructure manager will have an inspection gate at the entrance of his track and will be able 

to stop trains with faulty pantographs. Non-critical wear on the devices could defi ne reduced or increased fees. 

Results 

The information needed for interoperability will become available. Through the results of this project the EU 

railway market can grow. 

Keywords: CATIEMON catenary interface monitoring

Design and manufacturing technologies 

to improve vehicle/vessel interfaces 

Overhead Contact Line OCL Current Collector CC 

Acronym: CATIEMON 

Name of proposal: Catenary Interface Monitoring Coherent sensing technology for electrical railway 

infrastructure and rolling stock for interoperable cross boundary transportation 



Total cost: 5,722,563 € 






Sector: Rail 


Research domain: Design and manufacturing technologies to improve vehicle/vessel interfaces 

Website: http://www.catiemon.info 

Coordinator: Dr Henning Uwe 

Siemens Aktiengesllschaft Transportation Systems Group 

Werner-von-Siemens-Str. 67 

E-mail: 

DE 91052 Erlangen 

uwe.dr.henning@siemens.com 

Tel: +49 (0)91 31 7 27789 

Fax: +49 (0)91 31 828 27789 

Partners: BLS Lötschbergbahn AG CH 

Morganite Electrical Carbon Limited UK 

Furrer+Frey AG CH 

Cybernetix SA FR 

Arbeitsgemeinschaft paneuropäischer Korridor X Ges. b.R. 

(StrNo. 013/3981 Ref.01 FA) AT 

Eurailscout B.V. NL 

Institut fuer Physikalische Hochtechnologie e.V. Jena DE 


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304 


Europac 

European Optimised Pantograph-Catenary 

Interface 

Europac brings together major European railway stakeholders in a research project 

on vehicle/infrastructure interaction through pantograph-catenary contact. The 

project aims to enhance interoperability between pantograph and catenary (overhead 

line equipment), decreasing the number of incidents related to this system and 

reducing maintenance costs by switching from corrective to preventive maintenance. 

Specifi cally Europac is developing a comprehensive system composed of joint software 

for interoperability and both trackside and onboard monitoring systems. 

Background 

Two vehicle/infrastructure mechanical interfaces are present in the railways. The fi rst is wheel/rail contact, which 

has been a topic of research for many years, concerning safety and comfort, from the modelling and experimental 

points of view. The second is pantograph-catenary contact, where much less research has been performed. 

However, this interface is of crucial importance, since it is more critical to interoperability issues, contrary to 

wheel/rail contact. Moreover, it constitutes a limitation to increasing train speed due to the wave propagations 

in the very fl exible catenary. Finally, defects in the catenary often lead to the rupture of the contact wire, 

consequently stopping train services. Consolidated statistics from DB, SNCF and Trenitalia show an average 

number of 915 incidents per year leading to 308 days of delay, generating tremendous costs to to society in 

general and railway stakeholders in particular. 

Objectives 

The Europac objectives are: 

• to bring together European manufacturers, operators, infrastructure managers and academia 

involved in railway activities to build up a common research project that will signifi cantly contribute to 

reinforcing interoperability and standardisation throughout the European rail community 

• to develop a joint numerical software to model the dynamic behaviour of the pantograph-catenary 

system in three-dimensions, designed to be capable of simulating all present and future infrastructure 

and rolling stock confi gurations 

• to assess existing, and specify new, technical specifi cations for interoperability 

• to study and model the impact of deteriorated conditions on the pantograph-catenary system’s 

behaviour including crosswinds and extreme temperature situations, material defects and wear 

• to develop a prototype of a trackside monitoring station aimed at detecting, identifying and assessing, 

in real-time, defects in a pantograph coming into a network 

• to develop a prototype of an onboard monitoring system designed to detect, identify and assess 

defects in a catenary in real-time. 


Interoperability covers two main issues: ensuring interoperability of the equipment during the development 

phase and monitoring interoperability during operation. Maintenance can also be improved through 

simulating deteriorated conditions and monitoring systems. To address these two aspects, Europac will 

produce two types of tools: software and monitoring systems.

Two work packages are dedicated to the development of the Europac joint software. The fi rst is focused on the 

design of joint nominal software aimed at being capable of representing all current and future pantographs 

and catenaries. The second is designed to complete the software with modules representing the eff ects of 

deteriorated conditions: extreme climatic conditions, defect and wear eff ects. 

Operational interoperability and maintenance are ensured by the monitoring systems developed within two 

other work packages. For this purpose, these work packages will develop a new generation of monitoring 

systems combining expert systems and machine effi ciency. Moreover, these monitoring systems will take 

advantage of the defect signatures provided by the software, not only to detect the defect eff ects but also 

to identify their origin and assess their seriousness. Inversely, the software will be validated and refi ned if 

necessary using results measured by the monitoring systems. 

Results 

Europac will achieve the following results: 

• A core 3D pantograph-catenary software, based on the latest multibody dynamics and fi nite-element 

methodologies developed in a modular manner. This software will have all the features necessary 

to analyse any model of pantograph or catenary, and also take into account mechanical parameters 

(tension, contact wire sections) and eff ects of singular points (curves, switches, changes in the catenary 

height). 

• Modelling crosswind, extreme temperature, wear and defect eff ects and integrating the routines 

developed in the project into the core model. 

• Interoperability assessment of diff erent existing and underdeveloped pantograph-catenary systems. 

The software will contribute to this result by providing railway stakeholders with a commonly accepted 

tool and by reducing costly tests, using simulation during the development phases. 

• Evaluation of partners’ compatibility criteria to defi ne joint interoperability criteria or equivalence 

between compatibility criteria, using both simulation and test results. 

• A trackside monitoring station aimed at detecting, identifying and assessing, in real-time, defects in a 

pantograph, to allowing infrastructure managers to make the right decision at the right time as well as 

optimising rolling stock maintenance. 

• An onboard monitoring system to detect and specify, in real-time, defects in the catenary to allow 

infrastructure managers to optimise their maintenance. 

• Databases containing a) parameters necessary to model pantographs and catenaries used by the 

partners, b) defect and wear signatures, to be used by the monitoring systems, and c) outputs from 

on-site tests of the systems, to be used to validate simulation results. 

Keywords: Pantograph, catenary, interoperability, maintenance 

Architecture of EUROPACAS, the Europac software 

SNCF 



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306 


Acronym: Europac 

Name of proposal: European Optimised Pantograph-Catenary Interface 



Total cost: 4,922,245 € 






Sector: Rail 



Website: http://www.uic.asso.fr/europac 

Coordinator: Mr Cléon Louis-Marie 

SNCF 

45 rue de Londres 

E-mail: 


louis-marie.cleon@sncf.fr 

Tel: +33 (0)1 53 42 92 55 

Fax: +33 (0)1 53 42 92 54 

Partners: Alstom Transport FR 

ARTTIC FR 

Banverket SE 


Deutsche Bahn DE 

Faiveley Transport FR 

Instituto Superior Técnico Lisboa PT 

Mer Mec S.p.A. IT 






Kungliga Tekniska Högskolan SE

INFRACLEAR 

Rail Infrastructure Clearance 

Management 



The aim of INFRACLEAR is to allow optimum use of the infrastructures ‘track 

clearance’ by means of an innovative approach for track gauging using operational 

monitoring technology and thus contributing towards increasing the capacity and 

safety of the infrastructure. 

Background 

In the UK, Laser Rail is in the process of delivering a track clearance measuring system to Network Rail. The 

national gauging project (NGP) aims to upgrade the measuring platform by using modern ‘off -the-shelf’ 

equipment like a high-speed rotating laser. 

In Germany, the consortium, made up of Metronom Automation, FTI Engineering Network and Fraunhofer 

Institute Physical Measurement Techniques, has developed a high-speed train-borne measuring system, 

THELIX, which aims to deliver clearance profi les at cyberspeed. 

In France, this train is to be operated by Deutsche Bahn. OBSERVEUR (the last generation of PHOTOPROFIL 

1 and 2) is at the acceptance phase from SNCF for operating inspections of civil engineering at between 5 

and 120 Km/h. 

In Italy, FS is currently developing a new measuring vehicle from MERMEC, which aims to deliver clearance 

measurements. 

Objectives 

The current technologies used for infrastructure gauging purposes are very simple: 

• the most common checking system is made of a piece of wood, shaped like a train, which is expected 

to run through the tunnels, and the gauging process consists of checking the breakage of that piece of 

wood after it has travelled over several kilometres of track: it is only a go/no-go process, with very poor 

measurement or location capability 

• a more recent system is composed of a rotating laser scanner, mounted either on a lorry or a roadrailer, 

and run at just a few kilometres per hour. These systems may provide digital processing of the 

clearance, but the track must be closed before starting a measuring run 

• some other countries, like France, are operating a measuring wagon, travelling in the range of 5-10 km/h. 

Such a low running speed has the same drawback as manual inspection systems: the track has to be 

closed during the measurement run. 

The objective of the present research work is to make it possible to run on the track to be inspected at 

a commercial running speed. This process would allow the clearance to be checked without stopping the 

commercial trains. The expected gain is very advantageous from a commercial and fi nancial point of view of 

the global management of the infrastructure. 


The INFRACLEAR clearance sensor under development is based on laser sheet triangulation profi ling 

techniques. It integrates the following technologies: 

• a laser sheet projector, with a fan angle close to 270° perpendicular to the axis of the track. The laser 

power is an 18 W continuous wave solid-state laser, with specifi c spreading optics 

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308 


• one set of high-speed and high-resolution cameras, installed separately from the laser, pan for 

clearance measurement 

• geometric stability of this arrangement is ensured by the implementation of a global rigid metallic 

frame supporting all the cabinets, including the lasers or sensors 

• a running track reference, based on the inertial principle, is provided by additional cabinets, including 

lasers, cameras and inertial sensor, which is attached under the main frame and looking closely towards 

the rail 

• the whole sensor frame, with all the sensor cabinets and the computers will be installed in a ‘comfortable’ 

container, well protected against the outside environment 

• the measuring container has to be mounted on a classical freight wagon, and fi xed on it with the usual 

locks. This solution makes it possible to put the measuring container on any wagon, so it can be run on 

a specifi c track gauge. 

This system will be composed of three sub-systems namely: 

• a measurement device, including a train-borne sensor and the measuring car 

• a processing device associated with an expert system to provide conditional maintenance 

programmes 

• a simulation tool making it possible to determine clear and safe ‘European routes’ for a given train 

gauge over borders. 

Results 

The performance of the inspection device is summarised below: 

• an inspection should be carried out at least once a year on the entire railway network (inspection of 

single tracks is expected to be performed in a single operation) 

• the targeted measuring speed objective during inspection is 120 to 140 km/h 

• the accuracy of the system must allow for detection of obstacles with a minimum thickness of 20 mm, 

i.e. 0.5 ms passing time in front of the sensor when the train is running at 140 km/h 

• the dimension and space requirements of the device will be designed so that they are accepted on the 

diff erent networks. 

The potential market impact foreseen is based on the following forecasted costs: 

• Operation rate (with no operator): €5 000 per day 

• Stand-by rate: €500 per day 

• Modulate/demodulate rate: lump sum to be defi ned from time to time.

Acronym: INFRACLEAR 

Name of proposal: Rail Infrastructure Clearance Management 



Total cost: 5,252,000 € 






Sector: Rail 



Website: http://infraclear.org/ 

Coordinator: Mrs Semerano Antonella 

CYBERNETIX SA 

306, rue Albert Einstein 



E-mail: 

FR 13382 Marseille 

antonella.semerano@cybernetix.fr 

Tel: +33 (0)6 91 21 77 00 

Fax: +33 (0)4 91 21 77 01 

Partners: EURAILSCOUT B.V. NL 

Cideon Engineering Bautzen GmbH DE 

DMA s.r.l. IT 

Laser Rail Ltd UK 

Arbeitsgemeinschaft paneuropaischer Korridor X Ges.n.BR AT 

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310 


INTERGAUGE 

Interoperability, Security and Safety of 

Goods Movement with 1435 and 1520 

(1524) mm Track Gauge Railways: New 

Technology in Freight Transport including 

Hazardous Products 

The aim of the project is to develop and validate a new rail transport technology 

on the basis ofadjustable wheelsets, enabling the interoperable, safe and secure 

traffi c between railways with different gauge width. This new transport technology 

allows limiting the time required for a train to move through a border crossing 

with a gauge-changing station and minimise the environmental hazards. It is a 

new alternative in the supply of energy resources. INTERGAUGE consists of three 

subsystems: operation technology and track layout of switching station, innovative 

solution SUW 2000 II and the construction of a track gauge switching station with 

enhanced durability to take loads of 225 kN. 

Background 

Technologies currently applied in international railway freight transport through border crossings, where 

track gauge changes from 1435 mm to 1520 mm, require time- and work-consuming reloading procedures 

and very expensive reloading appliances. The new INTERGAUGE technology using cars with adjustable wheel 

sets is considerably safer and more effi cient than the currently used methods, especially for the transport of 

dangerous materials – gas and petroleum – which are easily damaged while reloading, and of goods that are 

hazardous to the environment. There is now a need for a transportation method for such goods, which was 

expressed at international meetings with railway companies. The project involves research on technological 

advances and integration with regard to the interoperability of freight transport. It increases the possibility 

for the railways to take over the transport of some dangerous freight, which is currently shipped by road. 

Objectives 

The aim of the project is to develop freight movement technologies to enable the interoperability of transport 

between railways with diff erent gauge widths. 

The following tasks should be realised during the project: 

• elaboration of theoretical track layouts and switching station operational technology 

• development of a prototype construction of a tank car equipped with adjustable wheel sets 

• construction of a track gauge changing station and the equipment used to operate it. 


One of the objectives of the project is to develop a bogie tank car with gauge-adjustable wheel sets and its 

implementation for transporting petroleum. This car and bogie should adapt for higher speed and higher 

axle-loads, allowing a greater load capacity of the whole car. The construction of a bogie with gauge-

adjustable wheel sets should be adapted to 225 kN axle load and v = 120 kph. The development of a new 

car superstructure is also aimed at reaching a better tare weight factor. Owing to the implementation of new 

materials, the factor for the tank car should not exceed 0.25-0.27 with a technical availability factor of 0.92- 

0.95. The most up-to-date analytical methods as well as fatigue tests have been used. 

A track gauge switching station with enhanced durability equipped with devices to automate operation and 

monitor the switching process will be constructed. 

Results 

As a result of the project, the following prototypes will be developed: 

• the construction of a new tank bogie car with a gauge-adjustable wheel sets for 225 kN axle load 

and speeds of 120 kph, comply with the common leafl et UIC 430-4/OSShD/516 O+R and UIC and RIV 

regulations 

• the construction of the track gauge switching station with enhanced durability and equipped with 

devices to automate the switching and monitor the switching process. 

Acronym: INTERGAUGE 

Name of proposal: Interoperability, Security and Safety of Goods Movement with 1435 

and 1520 (1524) mm Track Gauge Railways: New Technology in Freight Transport 

including Hazardous Products 



Total cost: 1,845,300 € 






Sector: Rail 



Coordinator: Prof. Chudzikiewicz Andrzej 

Warsaw University of Technology 

Plac Politechniki 1 



E-mail: 

PL 00-661 Warsaw 

Dziekan@it.pw.edu.pl 

Tel: +48 (0)22 621 56 87 

Fax: +48 (0)22 621 56 87 

Partners: Kiev University of Transport Economy and Technologies UA 

Railway Scientifi c and Technical Centre PL 

State Scientifi c Research Centre of Railway Transport of Ukraine UA 

University of Zlina, Faculty of Mechanical Engineering SK 

POZNANSKIE ZAKLADY NAPRAWCZE TABORU KOLEJOWEGO S.A. PL 

Open Joint Stock Company ‘Azovmash’ UA 

JP - TRANSPLAN OY FI 

KolTram Sp. z.o.o PL 

TENS Sp. z o.o PL 

PKP POLSKIE LINIE KOLEJOWE S.A PL 

311

312 


ISLE 

Integrated communicating solid-state 

light engine for use in automotive 

forward lighting and information 

exchange between vehicles and 

infrastructure 

This proposal aims to develop an innovative manufacturing technology to produce 

a new generation of headlamps for vehicles, which will be the basis for a future 

car-to-car or car-to-infrastructure communication system. To achieve this, a new 

production process needs to be developed, combining LED chips into a packaging 

which already forms the beam, with minimised losses. This proposal aims at 

simplifying the production process of headlamps by: 

• reducing the number of production steps 

• reducing the number of components (electric bulb, refl ector and housing) to just 

one injection-moulded component 

• reducing the production time and thus reducing the manufacturing costs. 

Background 

The state of the art in lighting is an electric bulb. But these bulbs cannot be modulated, so they are of no 

use for communication. White LEDs are in existence today and could serve for both purposes. A standard 

incandescent bulb achieves 20 lumens per watt (lm/W) while automotive xenon lamp technology provides 

90 lm/W. Solid-state technology currently achieves up to 40 lm/W in laboratory quantities and about 20 lm/W in 

series production. New records are established every three months. The theoretical limit of 200 lm/W means 

the solid-state source achieves greater effi ciency than the best existing light source. More effi cient lighting 

systems would mean an enhanced brightness on the road while reducing fossil fuel emissions through lower 

power consumption. 

Objectives 

The main objective is to defi ne the ability of an LED system to provide communication modes for other 

vehicles or traffi c safety devices – measured by the new ability to communicate during diff erent driving 

conditions. This will be achieved by: 

• validating the chip-on-board LED array with a primary optic moulded over the LED array, measured by 

an automotive qualifi cation schedule 

• researching the best methods for converting multiple blue chip array into white chip array, measured 

by meeting colour temperature and rendering requirements 

• defi ning the best colour temperature and rendering for automotive driving 

• creating the most effi cient optical system while understanding system trade-off s, measured by optical 

simulations and photometric measurements



• defi ning the best method to electrically drive an LED system and integrate electronics in a vehicle 

format with respect to the modulation of the LED-array for communication 

• developing over-moulding technology for chip-on-board modules to produce a complete lamp within 

one injection-moulding shot 

• creating a system integration for the ISLE project in an automotive environment, measured by cost 

studies and automotive qualifi cation schedule. 


In the fi rst phase, the consortium concentrated on fi nding convertible concepts, which meet both the 

individual excellence of each partner and the overall project goal. The central elements were: 

• the LED architecture with respect to the requirements of the beam pattern forming optical elements 

• fi nding a suitable possibility to perform communication without any losses in light 

• defi nition of the required components 

• eff orts in making LED headlamps legal. 

The work was organised and the interfaces defi ned, the best suitable concepts were selected and implemented 

accordingly. From the fi rst results optimisation loops have begun. 

Results 

Results achieved so far: 

• fi rst samples of white LED have been manufactured performing with a correlated colour temperature 

below 4 500°K 

• the communication concept has been implemented and its feasibility was approved in the laboratory 

• the integrated optical concept, which is based on the coupling between refractive and refl ective 

optical components, was turned into a fi rst sample for a high beam module and the low beam is on 

the way 

• a novel concept of laminating high-refl ective coating on plastic optics was developed to substitute 

Al-coating 

• an electronic driver circuit on a lower scale integration with all the necessary functionality was 

developed 

• a liquid cooling system for the thermal management inside the headlamp was developed. 

Expected end results 

At the end, the consortium will present a fully functional headlamp device using LED as a light source, 

performing a high and low beam. The out coming light will be able to be modulated in order to communicate 

information to the infrastructure. The device will provide outline dimensions in accordance with the space 

generally available in today’s cars. It will be capable of being mounted on a test rack in front of a vehicle. 

It is expected that the additional knowledge built up during the project will enable each partner to have 

further commercial benefi ts or, in case of public bodies, reputation and contacts with industry. 

Keywords: LED headlamp, light modulation, communication, automotive, liquid cooling system, highly 

refl ective coating, refl ective and refractive optical components 

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Acronym: ISLE 

Name of proposal: Integrated communicating solid-state light engine for use in automotive forward 

lighting and information exchange between vehicles and infrastructure 



Total cost: 5,418,240 € 






Sector: Road 



Coordinator: Mr Eike Krochmann 

Schefenacker Vision Systems GmbH 

Alfred-Schefenacker-Str. 1 

E-mail: 

DE 71409 Schwaikheim 

eike.krochmann@schefenacker.com 

Tel: +49 (0)7195 581 1575 

Fax: +49 (0)7195 581 3 1575 

Partners: Global Light Industries GmbH DE 

OEC AG DE 


STMicroelectronics IT 

LED Products Europe S.L. ES 

Philips Electronics B.V: NL 

University College Cork - National University of Ireland, Cork IE 

IGS HIGH TECH B.V. NL 

IFP-Sicomp SE 

University of Veszprém HU 


Regloplas AG CH 

Chamberlain Plastics Ltd UK 


LITEC-LLL GmbH DE

NG2SHIPI/F 

New-generation Natural Gas Ship 

Interfaces 



The goal of this project is to improve the effectiveness of LNG transportation from 

exporting countries to receiving ones through improving the interfaces between 

liquefi ed natural gas (LNG) ships and their dedicated loading and unloading terminal 

infrastructures. These interfaces include loading arms to load/unload the liquid gas, 

onboard pipes to transfer LNG from tanks to shore, specifi c submerged pumps and 

an electrical system to operate it, and highly insulated tanks on LNG carriers. 

Background 

The project will contribute to a more competitive LNG supply chain, and strengthen the technological 

leadership of European shipyards, which today are facing fi erce Asian competition. The project could also 

result in a €3 million p.a. cargo pump industry in Europe, thus creating an alternative supply source to US 

and Far East suppliers. It opens the door to a potential €1 million p.a. retrofi t market for European LNG carrier 

repair shipyards and equipment suppliers, and to international freshwater trading. It paves the way for setting 

innovation, and aff ordable, competitive and more environmentally friendly design and operating standards 

for LNG carriers and terminals. 

Objectives 

This NG2SHIPI/F project features the following operational targets: 

- develop and demonstrate an LNG cargo pump enabling a 20% reduction in its operating time 

- develop more effi cient LNG cargo transfer lines, demonstrating an 80% improvement in their thermal 

performances, with improved insulation systems 

- develop a new concept of insulation for the LNG cargo tanks, demonstrating a 20-40% reduction in 

boil-off -related CO emissions during harbour manoeuvres 

2 

- demonstrate the feasibility of using diesel-electric LNG carriers as co-generation units providing power 

and hot water to regasifi cation terminals. 

The main operational benefi ts expected from this project are: 

- for shipyards and LNG carrier operations: a manufacturing cost reduction of more than €2 million per 

ship, and a yearly operational cost reduction of up to €5 million 

- for terminals: a 20% increased capacity; reduced boil-off emissions during ship manoeuvres and 

transfer operations; the creation of a new role for freshwater providers to LNG exporting countries; 

access to a competitive co-generation source, and exploitation of the regasifi cation cooling power. 

Description of work synopsis 

The work has been split into the following work packages (WP): 

WP1: Coordination. 

WP2: Cargo pump: trade-off and conceptual studies, electrical motor technology assessment, electrical 

architecture optimisation, pump preliminary design, forerunner building for further tests in WP6. 

WP3: Transfer lines insulation: improvement of foam insulation formulation at cryogenic temperature, foam 

insulation creep behaviour at cryogenic temperature, insulation of transfer line components, loading arms 

insulation studies, optimisation of piping mechanical brackets. 

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WP4: Tank insulation: feasibility and performance tests performed on foam insulation, thermal analysis, 

feasibility of retrofi t on an existing carrier. 

WP5: Co-generation I/F: power generation interface defi nition. 

WP6: Cargo pump demo: test-bench modifi cation and acceptance, demonstrator manufacturing, assembly 

and acceptance, demo tests performance, test-bench reconditioning. 

WP7: Transfer lines insulation demo: equipment insulation demonstration tests, loading arm insulation 

demonstration tests. 

WP8: Tank insulation demo: thermal model on existing LNG carrier, test on the existing LNG carrier. 

WP9: Knowledge management and dissemination plan. 

Results 

A cargo pump scale 1 prototype has been designed and mounted, and has fulfi lled a series of tests to assess 

its hydraulic performances. After this successful fi rst part, the second phase consisted of specifi c tests on the 

new electrical motor, which showed very good results in terms of effi ciency and motor behaviour. 

The design of a powerful variable speed system for this type of pump has been studied in depth with the use 

of dedicated models. Loading arms insulation studies have shown improvements by using double wall and 

vacuum insulated pipes, a solution that has been manufactured and tested with positive results. 

The power interface study concluded that there is a high potential gain from using a power interface. 

Acronym: NG2SHIPI/F 

Name of proposal: New-generation Natural Gas Ship Interfaces 



Total cost: 5,242,000 € 









Coordinator: Mr Viallon Emmanuel 

Snecma Moteurs 

Forêt de Vernon 

E-mail: 

FR 27208 Vernon 

emmanuel.viallon@snecma.fr 

Tel: +33 (0)2 32 21 88 48 

Fax: +33 (0)2 32 21 75 40 

Partners: Alstom Power Conversion SA FR 

FMC Energy Systems FR 

LOGSTOR DK 

Instytut Elektrotechniki Oddzial Wroclaw PL 

MIKROMA SPOLKA AKCYJNA PL

RAILCOM 

Electromagnetic Compatibility between 

Rolling Stock and Rail-infrastructure 

encouraging European Interoperability 

The RAILCOM project is focusing on electromagnetic compatibility (EMC) solutions 

in relation to railway interoperability. It aims at the harmonisation of interference 

limits for train detection and the characterisation of the railway electromagnetic 

environment for communication systems. 

Background 

Although RAILCOM research will be focusing on practical problems regarding the vehicle/infrastructure 

interface on the TEN-T railway network, it will use the results and information collected during previous EC 

co-funded research projects in the specifi c fi eld of rail EMC carried out in the Fourth and Fifth Framework 

Programmes. In comparison with all these projects, RAILCOM is aiming at achieving harmonisation of 

interference limits necessary for a sustainable improvement of production techniques for electrical 

installations of railway vehicles. 

One important part of this work will also be to fi ll the gap that exists between the expertise available in other 

transport areas (aeronautics, automotive) and the knowledge and best practise applied to rail systems. 

One major distinctive diff erence between railways and other transport/industrial systems is that the whole 

power involved in railways has the potential for EMC disturbance and the extension of the system favours the 

propagation of disturbances in the environment. Moreover, the interaction between the disturbance sources 

and the system can amplify the interference, as a function of the specifi c operating conditions. 

Objectives 




• to harmonise the interference limits for train detection systems on the TEN-T railway network 

• to characterise the railway electromagnetic (EM) environment for communication systems, with 

correlation between EM emission and operating conditions of the system. 

Train detection systems 

According to EN 50238, the railway infrastructure managers shall defi ne the interference limits to be met by 

the trains. 

The scope of the work covers the lower end of the frequency scale, from DC to a maximum of 100 kHz. This 

corresponds to the frequency range of 99% of all train detection systems currently in use, i.e. track circuits, 

axle counter sensors and loops. 

The project will provide a toolbox of fully validated methods for the characterisation of train detection 

systems, and for the assessment of compatibility between rolling stock and train detection systems. 

Communication systems 

The objective is to achieve a comprehensive characterisation of the electromagnetic environment of the 

railway system, according to the signifi cant operating conditions of the system itself, including sources of 

interference (vehicles, substations, lines, auxiliary equipment) in order to determine the susceptibility levels of 

the communication systems to electromagnetic interference, to guarantee the safety of the messages and the 

transmission of the information in a delay that, for example, respects the ERTMS and Euroradio requirements. 

Important input to standards like EN50121-2, EN50121-4 and EN50159-1 is envisaged as a part of the 

dissemination activity through the partners participating in the respective working groups. 

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318 



The research activity, including modelling and measurements, will be focused on train detection and 

communication systems. Harmonised calculation methods will be identifi ed and validated through 

appropriate test campaigns. Strong eff orts will be made to favour harmonisation of interference limits and 

methods to determine the limits of train detection systems, overcoming the barriers imposed by national 

regulations and practice. The EM of the railway systems will be related to their operating conditions, in order 

to faciliatate the forecasting of electromagnetic emissions based on the systems’ characteristics and to assess 

interference with the communication systems. 

Compatibility between vehicles and train detection systems 

The main objective of this work is to provide a set of fully validated characteristics and technically sound 

testing methods and approaches to achieve and demonstrate electromagnetic compatibility between 

vehicles and track circuits for future interoperable lines. 

The specifi cation, models and methods shall aim to become generally accepted and recommended tools for 

the design and acceptance processes defi ned in the relevant European Standards and TSIs. 

High frequency interference of the whole railway (especially of communication systems between trains and 

infrastructure) 

This work aims to improve the capacity of the whole railway, especially that of communication systems and 

the safety of the message transmissions between train and infrastructure using new telecommunication 

technologies. The work will consist of developing experimental and numerical characterisation methods to 

determine EMC specifi cations, to protect the safety of the message transmissions and improve the capacity 

of the communication systems by taking into account rail interoperability. 

Results 

The results of the project are expected to comprise of: 

• harmonised methods defi ning interference limits for train detection systems on the TEN-T lines 

• relationships between the EM fi elds in the railway environment and the operating conditions of the 

system with particular reference to communication systems. 

The benefi ts of the project will include: 

• signifi cant technical/scientifi c innovation in the modelling/calculation techniques 

• contribution to the improved global approach to railway systems through the improvement of 

interoperability between various railway infrastructure components 

• important economical impact on the demonstration of vehicle compliance 

• improved competitiveness of the European railway industry 

• improvement of compliance within the environmental constraints. 

Keywords: Electromagnetic compatibility, railway interoperability, train detection, radio communication, 

interferences 

Movares Nederland BV 

Movares Nederland BV



Acronym: RAILCOM 

Name of proposal: Electromagnetic Compatibility between Rolling Stock and Rail-infrastructure 

encouraging European Interoperability 



Total cost: 3,699,108 € 






Sector: Rail 



Website: http://www.railcom.org 

Coordinator: Mr Gert-Jan van Alphen 

Movares Nederland B.V. (old name until 30.4.2006 - Holland Railconsult B.V.) 

Daalseplein 101 

PO Box 2855 

E-mail: 

NL 3500 GW Utrecht 

bogdan.godziejewski@movares.nl 

Tel: +31 (0)30 265 38 95 

Fax: +31 (0)30 265 42 21 



Bombardier Transportation Sweden AB SE 

VUZ - Railway Research Institute CZ 


Technische Universitaet Kaiserslautern DE 

INRETS - Institut National de Recherche sur les Transports et leurs Securite FR 

NITEL - Consorzio Nazionale Interuniversitario per I Transporti e la Logistica IT 

Siemens AG DE 

SNCF Société Nationale des Chemins de Fer Français FR 



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320 


SPURT 

Seamless Public Urban Rail Transport 

Rail mass transit vehicles, which are defi ned as trams, light rail and metros, 

very often do not behave as expected when running on existing rail infrastructure, 

although the vehicles may well be fully compatible with the specifi cations of the buying 

authorities and they may well have passed the acceptance tests. Many operators 

have different types of vehicles on their infrastructure and most operators also 

have different types of track systems in their network. They want the current and 

future vehicles to perform well on their complete existing and future network. This 

is one of the reasons why most vehicles today are built to local specifi cations. 

Background 

In rail traffi c, existing and planned standards dealing with the design of single, highly loaded structure 

components are not based on the latest knowledge and do not off er a reliable guarantee against damage. 

Compared to other transportation systems, a lack of basic knowledge generally exists in railway design. 

Such knowledge and experience are decisive prerequisites for a reliable design and the specifi cation of safe 

structures for long-term usage. 

Ensuring the competitiveness of the rail-bound vehicle industry requires innovative solutions and methods 

to reduce system costs, shorten development times and increase safety and transport capacity. Rail 

infrastructure is very important in this regard. 

Lifetime and endurance strength are mainly determined by the following parameters: 

• operational loading combined with special event-loading (wheel-fl ats) 

• existing design of the complete trackbed system and its components 

• infl uence of materials 

• environmental conditions 

• quality assurance monitoring and maintenance schemes. 

The interaction between vehicle and infrastructure results in complex stresses and damage mechanisms: 

• material fatigue under highly dynamic loads 

• damage to rails by rolling contact due to abrasion, wear and tear, plastic deformation in the surface 

zone 

• derailment 

• trackbed settlements. 

Such damage may lead to considerable danger and a reduction in safety, as well as to a loss of comfort 

and a decreased driving performance. It will at least lead to an impairment of availability and an increase 

in maintenance expenditure. The SPURT project will lead to infrastructures, which are in an acceptable 

condition for ensuring seamless transportation. The infrastructure will no longer be the bottleneck for 

optimal operation. The vehicle speed should be as high as possible (though this is, in general, not an issue for 

the vehicle but depends on the condition of the infrastructure).

Objectives 

It is mandatory to fi rst solve some major track-related problems before being able to increase the technical 

harmonisation for vehicles and hence the potential of these vehicles to be used in other cities. The advantages 

will be enormous: higher residual value of vehicles, higher scope for vehicle leasing, higher vehicle production 

series and hence reduction of manufacturing cost and production lead times. 

The major track-related problems which are to be identifi ed and solved are: 

• the reduction of the track degradation in time for ensuring a minimum track quality level 

• the avoidance of derailment for ensuring safety at all times 

• the improvement of the wheel/rail interface for reducing maintenance 

• the minimisation of noise and in particular structure-borne noise and vibrations. 

The study (problem identifi cation and solution) of the above track-related problems is the scope of this 

research project. Solutions will be sought which are eff ective for existing and future vehicle types, albeit that 

some vehicle (wheel set) adaptations might be recommended or required. 


Data will be collected about the tram lines in diff erent European cities (i.e. the types of rail, types and numbers 

of curves/crossings, the current quality of the rail including any history of damaging growth, date of laying) 

and data about the vehicles running on these tracks (i.e. type and number of vehicles, profi les and wheel 

quality). 

A comprehensive technical knowledge will be gained on fl ange-climb derailment mechanisms through 

experimental data and numerical results. Numerical data will be collected concerning the response of 

tramcars to degraded track conditions. This methodology can show which of the infrastructure requirements 

(maximum acceptable irregularity levels) are compatible with vehicle safety and operating conditions. 

Data will be collected concerning the correlation between service loads and damaging growth on rails and 

wheels. 

Results 



The outcomes of this project will be prediction methods and design tools for quieter urban city transport. It is 

not foreseen to have these aspects patented. The aim is to optimise study tools for the reduction of noise and 

vibration when applied to the development of new or renewed urban tracks. This strengthens the position in 

the European and international markets, and via a spread of technology and solution helps European cities 

to develop action plans to reduce city traffi c noise as requested by EU Directive 2002/49/EC. 

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322 


Acronym: SPURT 

Name of proposal: Seamless Public Urban Rail Transport 



Total cost: 2,558,160 € 






Sector: Rail 



Website: http://www.lbf.fhg.de/SPURT 

Coordinator: Mr Kieninger Michael 

Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. 

Hansastrasse 27c 

E-mail: 

DE 80686 München 

michael.kieninegr@lbf.fraunhofer.de 

Tel: +49 (0)6151705267 

Fax: +49 (0)6151705214 

Partners: Technical University of Darmstadt DE 

LUCCHINI SIDERMECCANICA SpA IT 




SPIE RAIL FR 


Politechnika Slaska (Silesian University of Technology) PL



UNIACCESS 

Design of Universal Accessibility Systems 

for Public Transport 

This project wants to promote the networking and coordination of R&D activities 

in the fi eld of universal design of accessibility systems for public transport with 

a comprehensive group of stakeholders who have a view to achieving equality of 

access to public transport in the EU. 

Background 

Our society has committed itself to providing all citizens with equal opportunity. This means that, inasmuch 

as possible, people with diff erent degrees of mobility (the young, the elderly, people with disabilities, people 

carrying infants or shopping, pregnant women, etc.) should be granted the same comfort, speed and capacity 

when using public transport. The only way to guarantee this is to ensure that the whole of the public transport 

system (railway, buses, taxis and its supporting infrastructure) in the EU becomes universally accessible. 

In addition, universal design is not only a way of solving a problem; it is also an opportunity to increase the 

quality, usability and safety of public transport as well as the competitiveness of the industry. 

Experience has shown that accessibility design is a multidisciplinary problem that demands a highly 

coordinated approach. End-users must validate new designs; they must also communicate their needs and 

assessment of the current situation. Designers and manufacturers must fi nd cost-eff ective viable solutions 

and that what works in the laboratory must also work in reality. Authorities must legislate and regulate taking 

all of this into account to achieve maximum eff ectiveness. 

Objectives 

The aim of this project is to break with the traditional ways of dealing with these issues, which mitigate the 

problem but do not fully solve it. 

a. To collect useful state-of-the-art knowledge for designing universal accessibility systems for public 

transport in a way that allows this knowledge to be used and shared by all stakeholders in accessibility 

to public transport with a view to favouring synergies and better quality. 

b. To produce a roadmap of future R&D in universal accessibility to public transport based on: 

1. the current situation of accessibility to transport 

2. our vision of future accessibility to transport based on the universal design philosophy 

3. the emerging R&D concepts in this fi eld 

4. the technology gaps that separate our current situation from the intended one. 

c. To invent new R&D project proposals that allow us to bridge the existing technology gaps, such as for 

example 

1. to come up with promising ideas that allow us to make access easier and more comfortable for all 

2. to reduce time waste during access. 

3. to achieve an effi cient use of available space 

4. to obtain concepts that can be applied to diff erent train, bus and car types with as few modifi cations 

as possible 

5. to maximise reliability to keep the devices always working properly 

6. to achieve a safe system. 

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324 


d. To defi ne an improved collaborative innovation process in accessibility to transport that takes 

advantages of all the stakeholders involved in the fi eld: end-users, operators, authorities, designers and 

manufacturers. 

e. To spread knowledge of universal design among educational institutions, end-users, operators, 

designers and manufacturers with a view to facilitating the adoption of the new concepts. 


The work has been divided into fi ve work packages (WP). 

WP1: this ensures that the consortium works effi ciently and that information is available to all partners. 

WP2 is concerned with the review of the state of the art. More than gaining new knowledge, the goal here is 

to establish a basis on which new ideas can be generated and new designs developed. 

WP3 will identify concepts for new accessibility devices that can be used by people with or without mobility 

problems. 

WP4 will defi ne a new improved collaborative innovation process which breaks the communication barriers 

that prevent us nowadays from taking full advantage of the contributions of all stakeholders to improve 

accessibility to transport. 

WP5 covers the dissemination of the results of the project to all the EU agents who can facilitate the adoption 

of universal accessibility systems to public transport: end-users, authorities, operators, manufacturers and 

designers, educators and the public in general. 

Results 

Deliverables: 

1.1 Periodic progress report and cost statements 

1.2 Minutes of project and steering committee meetings 

1.3 Report on IPR and confi dentiality management 

1.4 Report on website and other supporting infrastructure 

1.5 Final report 

2.1 Report on end-user requirements 

2.2 Report on the current situation and constraints of means of transport and infrastructures (the operators’ view) 

2.3 Report on design and manufacturing 

2.4 Report on legislation and standardisation 

2.5 Report on accessibility to public transport in diff erent countries 

2.6 Report on crosscutting studies and other studies 

3.1 Report on emerging concepts 

3.2 Roadmap of future R&D 

4.1 Current practices in the innovation process in the fi eld of accessibility to public transport 

4.2 Report on improved collaborative innovation process 

4.3 Report on new project proposal defi nition 

5.1 Newsletters 

5.2 Report on workshops and conferences 

5.3 Guides and training for operators, end-users, designers and manufacturers 

5.4 Report on society awareness activities 

Potential market impact: 

When speaking of accessibility, this project considers requirements for the disabled and their satisfaction 

would result in a society-wide increase in the quality of transport all over Europe. If we can design solutions 

for these people, we will be creating extremely easy and user-friendly products and services for all citizens. 

Moreover, with better levels of accessibility we would be facilitating transport interoperability, reducing 

embarkation/disembarkation time, speeding up the fl ow of information, etc.

Example of universal design 

STS Siemens 



Acronym: UNIACCESS 

Name of proposal: Design of Universal Accessibility Systems for Public Transport 



Total cost: 1,300,000 € 






Sector: Multi 



Website: http://www.uniaccessproject.org 

Coordinator: Mr Ajuria Jose Luis 

Grupo Interés Accesibilidad Transporte 

Avda. Los Huetos, 79 

Good example of universal design in a car 

E-mail: 

ES 01010 Vitoria-Gasteiz 

jlajuria@euve.org 

Tel: +34 (0)945 21 46 46 

Fax: +34 (0)945 21 46 47 

Partners: European Network on Independent Living IE 

AGE, European Older People’s Platform BE 

SINTEF - Stiftelsen for industriell og teknisk forskning 

ved Norges Tekniske Høgskole NO 


CONFEDERACION COORDINADORA ESTATAL DE MINUSVALIDOS FISICOS 

DE ESPAÑA ES 

Siemens SGP Verkehrstechnik AU 


association internationale BE 

Regie Autonome des Transports Parisiens FR 

CRF Italy 

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326 


VISIONS 

Vehicular Information System Interface 

for Open Network Services 

The objective of the project is to enable information exchange between onboard 

truck information systems and external information systems, through standard and 

open information interfaces. 

Background 

The VISIONS project aims at implementing the following scenario. A truck, at the moment in which it enters 

a road infrastructure (e.g. a tunnel, a container terminal or a highway, etc.), exchanges data and documents 

with the information system of that infrastructure to inform it about the status of the vehicle and the cargo 

via a wireless network. Based on such data, the infrastructure can decide on whether to allow or deny access 

to the infrastructure in real-time, and also on how to assist the truck in case of accident, thus maximising 

effi ciency and safety. 

The enabling component for this scenario is an interface, called VISIONS interface, that integrates 

a. the controller area network (CAN-BUS) of the truck to extract the vehicle status parameters, 

b. a set of sensors installed in the trailer and interconnected via short-range wireless links to extract the 

cargo status, 

c. the infrastructure information systems interconnected via wireless local area network to exchange data, 

and 

d. a number of remote offi ce information systems (transport company, administrations, etc.) to send 

appropriate information (e.g. fuel consumption, position, etc.) regardless of the brand of trucks, trailers, 

etc. The VISIONS interface is the focus of the VISIONS project. 

Objectives 

The objectives of the VISIONS project are 

• to defi ne an open (not proprietary) interface for the data and document exchange between the trucks 

and the ground information systems through diff erent kinds of wireless networks (Wi-Fi, GPRS, UMTS, 

etc.) 

• to set up a demonstration system implementing the VISIONS interface capable of showing the 

feasibility and eff ectiveness of this interface, in a pair of mission-critical applications 

• to undertake a set of political actions, such as encouraging the European Commission to support this 

interface with appropriate recommendations (e.g. the Euro-x standards for environmental pollution), 

submitting to a standardisation committee (e.g., IETF, ISO, etc.) and aggregating the consensus of endusers 

about the appropriateness of the interface. 


Analysis of the state-of-the-art technology: The main contribution to this analysis is the awareness that the 

information and the communication technologies available today are suitable for supporting the VISIONS 

system functionalities. In particular: 

1. Identifi cation of data and documents to be exchanged through the VISIONS system: The core 

contribution of this analysis is the awareness that there exists a set of information items, that, properly 

transferred (i.e. at the appropriate time and location) from the vehicle to other information systems and

vice-versa, would increase the safety, the effi ciency and the quality of the processes managed by enduser 

partners, i.e. tunnel administrations, transport companies, container terminals, etc. 

2. Defi nition of the VISIONS architecture: The result of this activity is the defi nition of the VISIONS system 

architecture. The most innovative features of the architecture are: 

• the dynamic registry of available services: when the truck enters a VISIONS-enabled area, the onboard 

system registers to the infrastructure ground station and automatically exposes its services to the 

management station 

• the profi les of service security: the system grants access to diff erent sets of services provided by the 

vehicle information system, according to the privileges of the requesting entities 

• the export of services to third parties: the services provided by the vehicle information system are 

made available to other actors through a business community mechanism based on a service oriented 

architecture 

• the seamless integration of the communication channel: the services provided by the vehicle 

information system can be supported by diff erent types of wireless infrastructure (i.e. Wi-Fi, GPRS, 

UMTS), which are dynamically selected and transparent to the service users. 

3. Implementation of the onboard linux based computer, on low-power dedicated hardware developed 

specifi cally for the VISIONS system. 

Results 

The results of the project include: 

• analysis of the state-of-the-art technology with experiments for local and long-distance data transfer 

• analysis of the truck-related processes of container terminal, transport companies and tunnel 

administration 

• specifi cations and design of the VISIONS system 

• implementation of the VISIONS onboard system for local information exchange in the Mont Blanc 

tunnel: 

1. hardware prototype for data collection and long-distance communication 

2. Pilot 1: a truck sends more than 30 pieces of control data to the Mont Blanc tunnel information 

system every two seconds for 1km while driving inside the tunnel at 70km/h 

3. Pilot 2: several trucks send information on containers carrying dangerous goods to a transport 

company information system 

4. Pilot 3: several oil tankers send information on the status of the cargo to diff erent platforms 

continuously. 

Hardware onboard system specifi cally developed for 

VISIONS pilots 

IRIS s.r.l. 



The architecture of the VISIONS system pilot on tankers 

Praoil s.p.a 

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328 


Acronym: VISIONS 

Name of proposal: Vehicular Information System Interface for Open Network Services 



Total cost: 2,639,146 € 






Sector: Road 



Website: http://visions.dei.unipd.it 

Coordinator: Prof. Maresca Massimo 

Department of Information Engineering 

Via Gradenigo, 6/B 

E-mail: 

IT 35131 Padova 

mm@dei.unipd.it 

Tel: +39 0498277946 

Fax: +39 0498277699 

Partners: Wintec S.p.A. IT 

Telindus Group NV BE 


IRIS, Informatica Innovazione Ricerca Sviluppo srl IT 

Padova Container Service srl IT 

MAN Aktiengesellschaft DE 

Kanton Uri CH 

Tunnel du Mont Blanc (GEIE-TMB) FR 

Hoyer Group CH

Re-balancing and Integrating 

Different Transport Modes

330 

Re-balancing and Integrating Different Transport Modes 

EUDDplus 

European Driver’s Desk Advanced Concept 

Implementation - Contribution to Foster 

Interoperability 

The project EUDDplus aims at the development, in-fi eld testing and validation of the 

interoperable, harmonised and modularised train driver’s desk (console). The main 

objective is to minimise the confi guration and layout varieties for different kinds of 

rolling stock. 

Background 

The international state of the art regarding train driver desks is characterised by many diff erent national 

and operator-specifi c solutions which impede the interoperability of the rail system in Europe. This situation 

aff ects the seamless rail traffi c across Europe and reduces the effi ciency of international rail operations, as 

well as the competitiveness of the whole rail system with respect to other means of transport. The great 

variety of train driver desk layouts, applying diff erent operational philosophies, not only concerns the railway 

undertakings but also the suppliers, who have to develop dedicated driver desk solutions for each of their 

customers and therefore could not profi t from ‘economies of scale’. Besides the missing harmonisation, the 

layout of today’s driver desk often provides poor ergonomic conditions. 

The project EUDDplus represents the fi rst phase of a 3-phase multi system approach. It is the logical and direct 

successor of the former Fifth Framework Programme (FP5) project European Driver’s Desk (EUDD) and the 

ongoing FP6 project, Modular Train (MODTRAIN). EUDDplus provides the logical and necessary link between 

the achievements of MODTRAIN, taking advantage of EUDD outcomes and the exploitation of the advanced 

driver desk layout with all its operational (functional performance), ergonomic and economic advantages to 

enable them to be applied on a larger scale all over Europe. 

Objectives 

EUDDplus project aims at the development of an innovative vehicle concept for both passenger and freight 

trains, characterised by interoperability and inter-connectivity, for cross-operation between diff erent 

transport networks. 

EUDDplus is designed as a multi-system stepwise approach involving modular and integral phases. Due its 

more ambitious complexity, the locomotive application has been chosen for fi rst fi eld-testing under real 

operational conditions with a pre-competitive R&D approach. 

The project EUDDplus consists of the following major steps: 

• derive a specifi cation that is compliant with Operational Requirement Specifi cations/Functional 

Related Specifi cations/Systems Related Specifi cations/Functional Interface Specifi cations, there will 

be development and vehicle integration of the new desk, including software development 

• in-fi eld tests in cross-border operations (including the necessary certifi cation), involving drivers from 

several operating companies, to justify the expected advantages 

• recommendations for broad-scale exploitation and to facilitate future certifi cation procedures, i.e. for 

those countries that the vehicle platform was not designed for.


Development of vehicle and vessel concepts, 

characterised by interoperability and inter-connectivity 

Despite the progress which has been achieved by EUDD and MODTRAIN, further work is needed to achieve 

the full range of potential benefi ts in terms of ergonomics, economics, harmonisation and modularisation. 

The EUDDplus project is dedicated to: 

• specify the locomotive version of the European driver desk based on the MODTRAIN operational 

requirement specifi cations (ORS), compliant functional/system-related specifi cations (FRS/SyRS) and 

functional interface specifi cations (FIS) considering the results of the previous EUDD project 

• develop innovative control items, such as the mono master controller (combined traction/electro 

dynamic braking) 

• build and integrate the desk in a modern multi-system locomotive, prepare and perform in-fi eld tests 

with regular services in cross-border operation with drivers from diff erent EU Member States 

• evaluate the in-fi eld tests and determine the economic and ergonomic benefi ts of the EUDD application 

compared with the state of the art 

• facilitate further standardisation procedures by involving responsible bodies, such as CEN/CENELEC, 

UIC and IEC from the beginning and provide draft product and assessment standard proposals. 

Results 

The expected results of the EUDDplus project are the following: 

• to achieve a reduction of the life cycle costs (LCC) of the system driver desk by at least 15% compared 

with the reference case (given by the test locomotive with conventional desk) 

• to achieve fi eld test certifi cation for cross-border operation from Austria to other networks 

• to justify the ergonomic advantages of the EUDD desk layout during in-fi eld operation in day-to-day 

conditions 

• to prove the technical and operational feasibility of the EUDD concept implementation, e.g. the shift of 

functions from hardware to software with enhanced fl exibility, improved ergonomics and reduced costs 

to reduce hardware controls by 30% without any loss of operational performance, to validate the new 

arrangement of traction/braking operation with newly developed master controller, modularisation 

of remaining hardware controls according to functional and logical groupings, standardisation of 

component interfaces enabling interchangeability and application of drive-by-wire control concept. 

• to facilitate the future series homologation procedure of the EUDDplus desk layout for all European 

networks by involving the ERA and the national authorities for the entire project duration via a user 

platform. 

Keywords: Railways, standardisation 

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EUDDplus multi-system approach involving modular and integrated phases 

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EUDD functional demonstrator during virtual 

reality tests in May 2003 

Siemens 

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Acronym: EUDDplus 

Name of proposal: European Driver’s Desk Advanced Concept Implementation - Contribution 

to Foster Interoperability 



Total cost: 2,845,460 € 






Sector: Rail 

Objective: Re-balancing and Integrating Diff erent Transport Modes 

Research domain: Development of vehicle and vessel concepts, 

Website: 


http://www.fav.de 

Coordinator: Mr Steinicke Wolfgang H. 

Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin /TSB 

Am Borsigturm 48 

E-mail: 


wsteinicke@fav.de 

Tel: +49 (0)30 4303 3540 

Fax: +49 (0)30 4303 3550 

Partners: Siemens Aktiengesellschaft DE 

Bombardier Transportation GmbH DE 

ÖBB – Traktion GmbH AT 

Hungarian State Railways Ltd HU 


via donau – Österreichische Wasserstraßen-Gesellschaft mbH AT 

IAS Institut für Arbeits- und Sozialhygiene Stiftung DE 

Technische Universität Wien / Vienna University of Technology AT 

Fundació Politècnica de Catalunya-Universitat Politècnica de Catalunya ES 



Deuta Werke GmbH DE 

ŠKODA TRANSPORTATION s.r.o. CZ 

ALSTOM Transport S.A. FR 

EAO Lumitas GmbH DE 

W. Gessmann GmbH DE



MODBRAKE 

Innovative Modular Brake Concepts for 

the Integrated European High-speed 

Railway System 

MODBRAKE, focusing on the brake systems, aims at contributing to the practical 

implementation of interoperability of railway systems across Europe. The objective 

of the project is to reduce the complexity, and therefore the costs, of brake systems 

by incorporating them in modular form. 

Background 

The MODBRAKE project aspires to make a signifi cant contribution to the achievement of the ERRAC Strategic 

Rail Research Agenda (SRRA) published in 2002. 

In the framework of the two railway packages, the High Speed and Conventional Rail Directives are being 

implemented through the publication of technical specifi cations for interoperability and validated via new 

and improved voluntary standards. The practical implementation of interoperability requirements however 

requires a joint approach by the railway stakeholders to ensure that the standardisation process across Europe 

will become more effi cient. Brake-related issues of interoperability and standardisation will be thoroughly 

addressed within the MODBRAKE project. 

The diffi culty in developing and describing universal brake requirement specifi cations is a major handicap to 

the opening up of the Interoperable European Rail Network – a key element of EU single market policy. 

The braking system is one of the most critical and complex sub-systems of rail vehicles, particularly as far as 

safety requirements at train-level are concerned. The brake system may be 5% of the value of the train but of 

far greater importance and complexity than most other items of similar value. In fact, up to 40% of the eff orts 

in generating interoperability specifi cations for rolling stock and control command and signalling systems 

are related to braking performance and how it could best be achieved. 

Objectives 

During the implementation of the MODTRAIN project, it became clear that this Integrated Project could not 

address brake-related issues beyond the brake-relevant interfaces in a suffi ciently appropriate manner, and 

that there was a strong case for a separate project dedicated to braking performance, brake modules and 

their interfaces to TCMS and the other sub-systems of rolling stock. 

It is critical to carry out research on braking performance and brake module interfaces, which will enable a 

comprehensive approach to be applied to modular high-speed trains and universal locomotives. 

To reduce this complexity, and therefore the costs of brake systems, the project proposes to develop a 

modular brake system. The related system specifi cations will be determined, evaluated and tested to 

develop a modular brake concept. The standardised modules will be interchangeable in terms of functions 

and interfaces, but they may still be specifi c to each manufacturer so as to guarantee future technological 

progress. 

The MODTRAIN consortium therefore proposed to start a MODBRAKE project, which focuses on the braking 

system starting from the interfaces defi ned in MODTRAIN. The fi eld of application for MODBRAKE will be the 

same as for MODTRAIN: TSI high-speed trains and universal locomotives (locos, train sets and EMUs) capable 

of speeds greater than 190 km/h. 

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A four-phase approach will be adopted to achieve MODBRAKE’s scientifi c and technical objectives. 

In the fi rst phase, the work within MODBRAKE will be concentrated on understanding the existing standards 

and regulations for brake systems on one hand, and the interface results and the functional, system and 

safety requirements coming from the MODTRAIN project on the other. 

In the second phase, the project will focus on: 

• detailed determination and defi nition of standards for the functional requirement specifi cations and 

system requirement specifi cations for the identifi ed modules (top down approach – harmonisation on 

system-level) 

• starting from existing specifi cations, MODBRAKE will elaborate complete standard proposals for a 

range of interchangeable components. 

In the third phase, the modules, derived from the harmonised rolling stock architecture on the relevant level, 

will be evaluated through life-cycle cost analysis. For this analysis, a software tool, already developed in 

MODTRAIN, will be enhanced so as to be suitable for brake specifi c data on life-cycle costs. 

As a result of this evaluation, two of the identifi ed brake system modules will be developed, tested and 

evaluated in the fourth phase of the project. An appropriate amount of interchangeable modules will be 

identifi ed, selected and specifi ed within the macro-modules. 

Results 

The outcomes of the MODBRAKE project will be: 

• the specifi cation of the brake system modules (according to all relevant levels of the rolling stock 

architecture) and the delivery of tested prototypes 

• a design for the development of the modules and their interfaces 

• the specifi cation of validation/assessment and maintenance processes (especially inspection/test 

criteria for safety or reliability) 

• the development/improvement of a tool to evaluate the life-cycle cost of brake modules 

• direct proposals to standardisation bodies concerning the standardisation of future brake requirements 

and of standards that need to be updated 

• prototype modules integrated within mock-ups. 

Impacts foreseen: 

• the brake suppliers will have clear and stable requirements for each module. The current costs to 

conceive, design, develop and validate new systems for every contract will be reduced in future 

• the decision to standardise the brake system at the level of functional modules, and not at the level of 

components, will still allow the brake suppliers to continue their R&D eff orts for future innovation in 

the technological content of the modules 

• market competition will be increased: clear and stable-over-time specifi cations will facilitate market 

entry of new suppliers 

• car builders and maintenance providers will have the opportunity to choose from a standard catalogue 

of interchangeable modules. 

Keywords: Railways, brake, modular, modules, interfaces

Acronym: MODBRAKE 

Name of proposal: Innovative Modular Brake Concepts for the Integrated European High-speed 

Railway System 



Total cost: 4,937,690 € 






Sector: Rail 




Coordinator: Mr Loraillère Antoine 





E-mail: 


antoine.loraillere@unife.org 

Tel: +32 (0)2 643 70 87 

Fax: +32 (0)2 626 12 61 

Partners: Faiveley Transport Italy IT 

Knorr-Bremse Systeme für Schienenfahrzeuge GmbH DE 

Union Internationale des Chemins de Fer - UIC FR 

Société Nationale des Chemins de Fer Français - SNCF FR 




Siemens AG Transportation Systems DE 





Instytut Pojazdów Szynowych - TABOR PL 

ALMA Consulting Group S.A.S. FR 

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MODTRAIN 

Innovative Modular Vehicle Concepts for 

an Integrated European Railway System 

MODTRAIN is defi ning the necessary functional, electrical and mechanical 

interfaces and validation procedures to deliver the range of interchangeable 

modules, which will form the basis for the next generation of intercity trains and 

universal locomotives. 

Background 

In September 2001, the Commission published its White Paper, «European Transport Policy for 2010: time 

to decide», in which, for the fi rst time, the Commission is placing the needs of the users at the heart of its 

transport strategy by proposing over 60 measures to refocus Europe’s transport policy onto the needs of its 

citizens. The fi rst of these measures is designed to shift the balance between modes of transport by 2010 by 

revitalising the railways. 

The European Commission wants to ensure that the development of transport in Europe goes hand in 

hand with an effi cient, high-quality and safe service for people. For railways, the goal for 2010 is to maintain 

the modal share of rail transport at the same level as that in 1998. Rail transport is thus expected to grow 

signifi cantly as the total transport demand in 2010 is expected to be 40% higher than in 1998. 

In its White Paper, the Commission also announced its intention to table a set of new proposals to improve 

access to the railway network for freight transport and to amend existing directives on the interoperability 

of conventional rail systems and high-speed rail systems, as well as a proposal to create a European Railway 

Safety and Interoperability Agency. 

To meet these objectives, aff ordable and attractive interoperable rolling stock must become the norm for use 

on European networks. 

Objectives 

To avoid the risk of each new train being the subject to independent interpretations of the requirements 

and built from unproven prototype sub-assemblies, interoperable constituents must be defi ned, validated 

and promoted at European industry level. This is why the main European railway system manufacturers, subsystem 

suppliers, railway operators and professional associations have decided to combine their eff orts with 

highly skilled research centres to reach this objective. 

The MODTRAIN Integrated Project will defi ne and prove the necessary functional, electrical and mechanical 

interfaces, and validation procedures necessary to deliver the range of interchangeable modules that will 

make the next generation of intercity trains and universal locomotives possible. 

The principal elements to be defi ned in MODTRAIN using end-users’ requirements and validation (via the 

MODUSER platform) are: 

• the running gear (MODBOGIE) 

• the train control architecture (MODCONTROL) 

• the onboard power systems (MODPOWER) 

• the man-to-machine and train-to-train interfaces (MODLINK). 


The industry is detailing, in continuous collaboration with the operators, the necessary functional and physical 

interfaces, requirements and validation procedures as a reference to deliver the range of interchangeable

modules that will make the next generation of intercity trains and universal locomotives possible. The 

operators then assess, amend and approve these specifi cations. At the end of the project, open standards 

will be achieved for the most appropriate train components and their interfaces. 

Therefore, the three main steps representing the main thread on which the implementation plan is based 

are: 

• detailing a generic functional requirements specifi cation (FRS) and system requirements specifi cation 

(SyRS): this is the precondition for further technical and scientifi c work regarding the principal 

elements running gear, the train control and monitoring system, the onboard power system, the manto-machine 

and train-to-train interfaces 

• standardisation of functions and interfaces: this will not stop at the level of the four principal elements 

(subprojects). It also encompasses the defi nition of interfaces of smaller units and components (spare 

parts) 

• the interfaces of the modules and components: these will be described in terms of open standards (to 

operators, industry and maintenance service providers). 

Results 

The main outputs of the MODTRAIN project are related to standardisation: 

• operational requirements specifi cation (ORS) from the operators group which provide the operational 

requirements, specifi cally for high-speed trains and locomotives, with the aim of maximising the 

degree of standardisation possible without losing operational performance 

• the train architecture and the functional requirement specifi cations which will be used for companies’ 

future projects 

• standardised functional interface specifi cation between the main subsystems of the train 

• standardisation of certain components such as the water pump, HVAC nozzles of the driver’s cab or the 

vertical damper for the secondary suspension. These documents will be written in English to ease the 

adoption of the English standard for the future 

• a proposed driver desk (console) (EUCAB) compliant with the EUDD requirements is being developed 

and functional tests will be performed using SNCF simulator equipment 

• EUPAX car mock-up to specify an interoperable door system, access for disabled passengers, passenger 

and crew information interfaces, safety alarm and emergency information systems. 

Keywords: Modular, railway, standardisation, interoperability 

EUCAB: mock-up of the driver’s cabin developed by MODTRAIN 



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Acronym: MODTRAIN 

Name of proposal: Innovative Modular Vehicle Concepts for an Integrated European Railway System 



Total cost: 30,385,048 € 






Sector: Rail 




Website: http://www.modtrain.com/ 

Coordinator: Mr Loraillère Antoine 




E-mail: antoine.loraillere@unife.org 

Tel: +32 (0)2 643 70 87 

Fax: +32 (0)2 626 12 61 





Union Internationale des Chemins de Fer - UIC FR 

Forschungs- und ANwendungsverbund Verkehrssystemtechnik Berlin - FAV DE 

ABB Schweiz AG CH 

FAR Systems spa IT 


FRENSISTEMI srl IT 

KMT tekniikka Oy FI 

Knorr-Bremse Systeme für Schienenfahrzeuge GmbH DE 


LUCCHINI SIDERMECCANICA SpA IT 


Universita degli Studi di Firenze IT 

Technischer Überwachungs-Verein Nord e.V. DE 

Fraunhofer Institut fuer Werkstoff mechanik DE 

Deuta Werke GmbH DE 

Newcastle University - Centre for Railway Research - NewRail UK 


Institut für Arbeits-und Sozialhygiene Siftung DE 

Vienna University of Technology, Institute E330 AT 

Universitat Politecnica de Catalunya Fundacio Politecnica de Catalunya ES 

Railway Industry Association UK 

Fédération des Industries Ferroviaires FR 

Verband der Bahnindustrie in Deutschland e.V. (Association 

of Railroad Industry in Germany) DE 

Anie Federation IT 

European Research Consortium for Informatics and Mathematics FR 


Division IFE Doorsystem Knorr Bremse GmbH AT 

Lumikko Oy FI 



Société Nationale des Chemins de Fer Français - SNCF FR 

ALMA Consulting Group S.A.S FR


CREATING 

Concepts to reduce environmental impact 

and attain optimal transport performance 

by inland navigation 

CREATING will improve competitive transportation in inland waterway systems 

by introducing new logistical and vessel concepts with optimised performance on 

hydrodynamics, fuel economy and environmental impact, thus improving safety 

and effi ciency. 

Background 

One of the measures proposed in the White Paper, European transport policy for 2010: a time to decide is 

promoting waterborne transport. Inland navigation is stated as a “key component of intermodality, which 

must provide a means of coping with the growing congestion of road and rail transport and of tackling air 

pollution”. At present, it has been underused, even though there is a huge potential for inland waterborne 

transport, with a dense network of rivers and canals linking to the basins of the rivers which fl ow into the 

Atlantic and the North Sea, and linked to the Danube basin and Black Sea. 

CREATING aims to reinforce the position of inland navigation, targeting RTD on integration and consistent 

validation of innovative intermodal vessel concepts and systems, to attain optimal sustainable transport 

performance, with the objective to: 

• reduce the congestion problems in European transport and cope with the predicted growth of 

transport 

• strengthen the competitiveness of the inland navigation link in logistic transport chains, by integrating 

relevant research domains to create new intermodal logistic concepts and link up all players in the 

logistics chain 

• optimise innovative, safe and sustainable inland navigation concepts, focussing on signifi cant 

reduction of emissions, optimal effi ciency, and safety for vessels and the environment. 

Objectives 

The scientifi c and technological objectives of the project are to determine or develop: 

1. Logistic chains in the transport markets which can be made ‘more maritime’ in new intermodal concepts. 

Sustainable transport performance indicators will be developed to facilitate the selection of feasible 

transport for modal shift. This has to result in logistical requirements for innovative vessel concepts and 

technical challenges for effi ciency (cargo handling), safety and emissions; 

2. Conceptual designs of innovative vessel concepts optimising performance in terms of logistics, 

economy, effi ciency, environmental impact and safety; 

3. A methodology to analyse and validate the overall performance of future logistic chains to determine a 

scientifi c assessment of performances in the ‘as is’ and ‘to be’ situation of the elaborated concepts; 

4. Methods and solutions to minimise emissions by: 

• Reducing hull resistance and improving propulsion effi ciency in order to reduce fuel consumption; 

• Researching alternative fuel (treatment) and fuel cell applications; 

• Reducing NO x and soot particles by researching fuel pre-treatments, combustion technology and 

exhaust gas treatments; 

339

340 


5. Methods and solutions to optimise safety in vessel concepts including improved construction, 

navigation, manoeuvring and the harmonisation of accident registration in Europe. 


Work package (WP) 2: To improve the position of inland navigation (IWWT) in the transport chain, it is 

important to have a good insight into the continental cargo fl ows. The feasibility of shifting cargo to inland 

navigation will be based on criteria developed in this project. The functional requirements for the new ships 

will be specifi ed. 

WP3: The requirements will lead to the design of the ships, also taking into account the input gained from 

other WPs. 

WP 5: The ship design will be based on optimal hydrodynamics. A toolbox will be made to assist in the design 

of the hull form and propulsion system. 

WP6: Ships can be made much cleaner by applying clean fuel and retrofi tting techniques. We will concentrate 

on reducing the exhaust of NO x , fi ne soot particles and sulphur, and fuel cell technology. 

WP8 and 9 will determine whether further improvements are possible to reduce the probability of collision 

and the eff ects of an accident. 

WP4 will defi ne the performance of the ships in monetary and environmental terms, compared to other 

modalities. 

WP7: Interesting developments in terms of the application of retrofi tting techniques, energy management, 

modern propulsion systems, fuel cell technology, safe construction methods and ships with optimised 

performance will be demonstrated here. 

WP10 will report and disseminate the integrated results to stakeholders, including possible impacts on 

regulations. 

Results 

The following reports will result from CREATING: 

WP2: Logistic requirements for the inland navigation part of the transport chain, taking into account the 

overall effi ciency/feasibility of the transport chain and the functional design requirements with respect to 

inland ships, including all cargo handling aspects. 

WP3: The concept design of at least four inland ships based on the requirements discovered in WP2. 

WP4: The eff ect of CREATING ships on the performance of inland navigation. 

WP5 Indicating the possible improvements in terms of exhausts and the exploitation of inland ships. 

WP6: The performance of the engines and their physical limits in terms of effi ciency and exhaust. Due 

attention will be paid to retrofi t techniques, fuel management, and a decrease in the exhausts of NO x and 

fi ne soot. 

WP7: Demonstrator report, including the explanation of the principles, the measured eff ects on exhaust, 

and calculation methods enabling all ship-owners to decide on whether it is worthwhile to invest in the new 

developments. 

WP8 reports on the calculation of risks and registration of accidents and the defi nition of the safety contours 

for a number of relevant situations. 

WP9: An overall report on all measures which can be taken by the ship to reduce the probability of accidents, 

as well as the eff ects thereof. 

WP10: A fi nal report that integrates all the results obtained with an indication of possible impacts on rules 

and regulations. 

Keywords: Inland navigation, logisitics, ship bulding, environment, hydrodynamics, safety

Acronym: CREATING 

Name of proposal: Concepts to reduce environmental impact and attain optimal transport performance 

by inland navigation 



Total cost: 4,454,378 € 








Research domain: Development of new inter-modal vehicle/vessel concepts 

Website: http://www.creating.nu 

Coordinator: Mr A.N. Roos 

Stichting Projecten Binnenvaart 

Vasteland 12e 


E-mail: 

NL 3001 KC Rotterdam 

cbrb@binnenvaart.nl 

Tel: +31 (0)10 4115900 

Fax: +31 (0)10 4129091 

Partners: Centraal Bureau voor de Rijn - en Binnenvaart NL 

Vopak Barging Europe NL 

European Federation of Inland Ports BE 

B.V. Scheepswerf Damen Bergum NL 

Scheepswerf Hoebee NL 

Vereniging Nederlandse Scheepsbouw Industrie NL 

AVIV NL 

CTO PL 

Imtech Marine & Off shore B.V. NL 

IPA Automation Engineering RO 


Lloyd’s Register of Shipping NL 

IVR NL 

Université de Liège BE 


DST - Europaeisches Entwicklungszentrum fuer Binnen- und Kuestenschiff ahrt DE 



Danube Project Centre CS 

ECN NL 

EFIP WW 


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ISTU 

Integrated Standard Transport Unit 

for Self-guided Freight Container 

Transportation Systems on Rail 

The ISTU STREP project investigates, develops and demonstrates a cost-effective 

integrated propulsion unit and individual self-driven, two-container, cost-improved 

rail platform wagons for freight container transport between ports and cargo 

distribution centres. The new motor concept, integrating all the major propulsion 

features, is a key technology suited for the designed harbour vehicle called ISTU. 

Background 

There has been an increase in the transport of shipped containers from modern harbour infrastructures, 

which have eco-effi cient, clean and fast logistic systems, to discharge ships that send the cargo urgently to 

interim logistic centres where it can than be selected for fi nal destination. More and more automatic guided 

vehicles (AGVs) are under consideration as an analysis in the last ten years has shown their eff ectiveness and 

cost advantages. Today only a few ports have been equipped with AGVs; most still work with a manual-driven 

operation. 

Such systems are expensive and the pollution aspects with diesel-driven vehicles are high, increasing the 

energy cost further for operators. Since the signing of the Kyoto Protocol, these diesel engines operating 

around the clock in harbours that are mostly located in the centre of cities are seen in a bad light due to their 

polluting features. 

This project considers an alternative technology for such AGVs to overcome some of these major problems 

within a future generation. ISTU concentrates on the design and specifi cation of a two-container wagon for 

terminal applications based on a speed of up to 50 km/h with a diesel-electric power supply unit to provide 

an autonomous integrated electrical propulsion system. The chosen technology can be extended to all major 

future eco-effi cient systems. 

Objectives 

The target is the design, marketing and validation of such container platforms, satisfying a practical 

driving cycle of two-container wagons within terminal applications including their requested security and 

application aspects. A major objective is to integrate all the main propulsion components such as motor, 

power converter, cooling and embedded controllers in one drive. With this propulsion rated at 30 kVA, we 

expect to create the basic drive component for the container platform with improved characteristics of a 

reduced cost (by 30%), an effi ciency increase of 2% and a system availability of up to 98%, validated by a 

laboratory set-up. 

As a technical goal, the ISTU vehicle is designed for terminal application based on a standard speed of 

12 km/h and a maximum speed of up to 50 km/h. The ISTU project optimises and designs the complete 

vehicle system, i.e. all electro-mechanical components, including a diesel-electric power supply unit to 

provide an autonomous integrated electrical propulsion system.

The full vehicle integration is part of the project while the engineering work will concentrate on the 

documentation and the specifi cation of all needed components, including the power supply in the form of 

a cost eff ective diesel/generation set. The product will be evaluated as per its cost targets where we have set 

strong objectives for market acceptance. 

The market approach and the application is a fi nal objective of the project, including security aspects for such 

systems in their environment and the dissemination in the market of the chosen technology. 


The project analysed the needs and application scenarios in harbours with related logistic centres. Using 

basic assumptions, the targets for the drive requirements were set and the according engineering process 

started. To avoid critical interference from the diff erent involved partners and their tasks, we coupled the 

drive with the wheels of the platform via a cardan shaft although not a standard in today’s rail technology. 

Via this approach we could proceed to simultaneous engineering while the cost targets were reached. The 

design of the vehicle and the propulsion could be done individually. 

A fi rst prototype of the Integrated Propulsion Motor Unit called ‘IPMOT’ confi rmed the technical features and 

revealed some improvement possibilities with regard to the overloading characteristics of such a motor. In a 

redesigned and completed product, we integrated these features by smaller changes in the winding layout. 

In parallel, the full vehicle was designed with a proper diesel-electric power supply unit and all components 

integrated in the vehicle structure. 

As an extension from this technology, a road driven vehicle was additionally analysed. 

Results 

To cope with the objectives, we have chosen a simple switched reluctance 30 kW motor as a base propulsion 

component. This motor has been dimensioned and the layout done for all the requested components of this 

integration process. Furthermore, a brake system has been added on the shaft of the motor. 

Within a redesign we have considerably increased the overload capabilities so as to allow the integrated 

motor to be the main component within future hybrid drives. This drive has been analysed for road operation 

which is an alternative market request. The engineering for a rail vehicle is actually validated on a test belt 

although the simulated results are demonstrating the targeted values already. 

Dissemination has been done at several conferences and will also be carried out in the World Cargo News. 

The technology has been presented to diff erent ports and will be demonstrated next at a fair. A follow-up 

intends to intensify the work on a suitable logistical control to arrive at an unmanned automatic piloted 

transport system for eco-effi cient electrical power supply system. 

Extending this system to dense industrial areas where such systems are expected to reduce road traffi c, 

pollution and noise is a possibility. ISTU is an offi cial Trade Mark. 

Keywords: Automatic guided vehicle, integrated propulsion, eco-effi ciency 

ITAPS GmbH 


Integrated Propuslion Motor Unit ‘IPMOT’ ISTU vehicle rail platform 

ITAPS GmbH 

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Acronym: ISTU 

Name of proposal: Integrated Standard Transport Unit for Self-guided Freight Container Transportation 

Systems on Rail 



Total cost: 1,456,219 € 






Sector: Multi 



Website: http://www.istu.info 

Coordinator: Dr Bendien Johan Charles 

Innovative Trade and Product Strategies GmbH 

Im Bettenklingen 6 

E-mail: 

DE 69488 Birkenau 

itaps@t-online.de 

Tel: +49 (0)6201 393895 

Fax: +49 (0)6201 393896 

Partners: Aachen University of Technology DE 

Politechnico di Torino IT 

APS energia Sp. z o.o. PL 

Skoda Trakcny Motory s.r.o. CZ 

Instytut Pojazdów Szynowych „TABOR” PL

LOGBASED 

Logistics-based Ship Design 


LOGBASED develops methods/tools to provide designers, shipbuilders and ship 

operators with better guidance to develop effective ship designs for business 

opportunities relating to intermodal transportation solutions. Four ship designs will 

be developed on this basis and measured for their competitiveness. 

Background 

Waterborne transport has historically transported goods from quay to quay without focusing much on the 

intermodal aspects. This situation is changing: focus is shifting towards door-to-door transport and ship 

operators are increasingly adapting to this new mode of working. It is anticipated that waterborne transport 

services must continually improve their service levels but at the same time improve competitiveness by 

reducing cost levels of operations every year. The customers require the goods to be transported ‘all the 

way’ and have certain demands regarding time, price, fl exibility, reliability and frequency. These logistics 

requirements are considered by transport customers when buying services. Short-sea shipping has great 

potential to be the main part of competitive intermodal transport solutions, provided co-operation with other 

transport modes can be fulfi lled, as shipping, more than other transport modes, is able to fulfi l tomorrow’s 

(sustainable) demands regarding costs, safety, environment and quality. 

In order to exploit this potential, new knowledge, solutions and approaches on managing and transporting 

intermodal cargo fl ows must be developed. To be successful, a total service must be delivered to the customer 

in the form of door-to-door transport, as well as administrative and fi nancial services related to the transport 

operation. Seldom is vessel performance (speed, costs, regularity, fl exibility, safety, etc.) within the intermodal 

supply chain assessed and benchmarked, as vessel design is, in many cases, currently conducted as a suboptimal 

and decoupled task in a technical department/shipyard isolated from the business development 

and logistics department. 

Objectives 

The LOGBASED approach will change the current situation in business development as described above, 

and make transport system and ship design development an integral part. It is argued that only through this 

approach can the most eff ective solutions be identifi ed and developed. 

The main aim is to develop RoRo vessels and enable the motorways of the sea to become more competitive 

towards their road/rail equivalents. To accomplish this aim, LOGBASED has developed methods and tools 

based upon a systems theory, which provide decision-making support to the development team and/or 

decision-makers. The method and tools are developed based on the following objectives: 

• identifying the principal requirements and variables infl uencing the development of a viable 

intermodal transport business 

• capturing the principal ship design and shipbuilding variables, as well as their inter-relationships 

• mapping the commercial and technical aspects in a logistics-based design methodology and 

developing a supporting software tool to facilitate its application 

• applying the developed method and tools for selected business cases (intermodal transport systems) 

in order to verify the approach through the design of more effi cient RoRo vessels. 


The systems management approach adopted in LOGBASED is used to develop a common platform, in the 

form of a decision-making support system, to develop dynamic intermodal transport solutions and their 

pertinent ship designs. 

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The approach is novel and functions as a key means to transfer logistics information into a readily usable 

format for end users (ship owners and designers). It is argued that this approach leads to the design of better 

ships – serving the cargo owner and ship operators better than solutions of the past. LOGBASED focuses 

upon developing more effi cient RoRo vessels as an integral part of dynamic intermodal transport chains 

based on the utilisation of the methodology. However, the approach and method are generic by nature and 

can be applied to most ship and cargo types. 

The project is aiming for improvements of up to 30% for various transport system performance parameters for 

the resulting ship designs. The method identifi es the requirements/expectations, which should be targeted 

for the particular case/transport system in question, and focuses upon developing a ship design matching 

these requirements/expectations. Such requirements/expectations may be technically related (resistance, 

stability, etc.); commercially related (costs, reliability, frequency, etc.); strategically related (market position, 

growth, etc.); and/or related to health, safety and environmental issues. 

Results 

LOGBASED has developed a logistics-based ship design methodology for nine diff erent modules dealing 

with: business concept defi nition, performance expectations, competitive position, risk assessment, transport 

system and design solution development, decision-making support, ship functions, ship systems and 

performance evaluation. This methodology can support a business development process more eff ectively 

and can drive out uncertainty more robustly in related design decisions to be made. Decision-making 

support is provided to the users through the methodology. 

The fi nal products from the project are four ship designs serving as integral parts of dynamic intermodal 

transport chains. These designs will be measured for their performance against stakeholders’ expectations/ 

requirements and towards other/existing systems or designs. 

The preliminary experience using the LOGBASED methodology in designing ships is that it provides a 

structured and systemic approach in order to develop concept/basic/preliminary ship designs for the 

operation in intermodal transport systems. 

Supporting tools are being developed and utilised within the diff erent modules of the method in order to 

make it more effi cient and less error-prone. 

Keywords: Logistics, ship design, transport system, design methodology, systems theory 

Wilson Star operated by Wilson EuroCarriers. This ship and route are 

used as a benchmark for the transport system and ship design being 

developed in one of the cases. 

Tor Magnolia operated by DFDS Tor Line. This ship is used as a 

benchmark for the ship design being developed in one of the cases. 

DFDS Tor Line

Acronym: LOGBASED 

Name of proposal: Logistics-based Ship Design 



Total cost: 3,028,592 € 






Sector: Multi 



Website: http://www.logbased.no 

Coordinator: Dr Oestvik Ivan 

Grieg Logistics 

C. Sundtsgt 17/19 


E-mail: 

NO 5804 Bergen 

i.ostvik@grieg.no 

Tel: +47 (0)55 57 66 57 

Fax: +47 (0)85 02 84 82 

Partners: Flensburger Schiff bau Gesellschaft mbH & Co. KG DE 

Navantia ES 

Wilson Eurocarriers AS NO 

DFDS Tor Line DK 

FRESTI - Sociedade de Formacão e Gestão de Navios, Lda PT 

Formação Desenvolvimento e Investigação, SA PT 



Nautical Enterprise Centre Ltd IE 


Foreship FI 

LMG Marin NO 

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CAESAR 

Coordination Action for the European 

Strategic Agenda of Research on 

Intermodalism and Logistics 

Intermodal transport will supply more capacity, but this can only be achieved with 

a coordinated innovation agenda and various activities. Thus, it is necessary to 

bring together people with decision-making capabilities to infl uence the planning of 

research and technology programmes, hence the European Intermodal Research 

Advisory Council (EIRAC). 

Background 

Freight transport in Europe has been growing more rapidly over the last ten years than the EU-15’s GDP, and 

even more than the mobility of people. One cause is the opening up of the transport market, which has 

occurred over the same period. The major drawbacks are represented by congestion, which is growing on the 

main European transport system, and the harmful eff ects on the environment and public health. 

Moreover, the challenges of the enlargement compel new choices to be made to promote transport policy 

with more balanced, smarter and greener mobility systems. 

A radical shift in the mentality and behaviour of actors in transport is needed. Intermodal aspects must be 

brought in at all phases of transport policy and planning, based on cost-eff ective, implemental research and 

technological development. 

Effi cient logistics and transport operations require reliable and secure fl ows of goods and traffi c throughout 

both the transport and logistics chains. While in the past, infrastructure investment programmes were 

developed from a single mode approach, global logistics operations today favour the integration of modes 

and impose new priorities in the decision-making process. The logistic shifts towards global sourcing and 

centralised inventories demand larger geographical coverage and smoother international transport without 

any counterproductive delays in the networks. 

Objectives 

CAESAR aims at fostering the creation of a new and common vision of intermodal research in Europe, by 

achieving the following objectives: 

• to establish research and development requirements in conjunction with business scenarios 

• to improve the implementation of intermodal research results by the relevant industry 

• to focus research programmes and their implementation (at EU and national levels) around a joint 

strategy. 

To achieve these objectives, CAESAR will focus attention on real industry needs, the relevant business scenario, 

and then it will identify and focus on fi ve main areas for innovation. At the proposal stage, a preliminary 

analysis has shown that the most important are: 

• logistics 

• interoperability between the systems 

• security 

• socio-economics 

• education and training.




The work plan of CAESAR is organised into four main work packages (WP), coordinated by a proper project 

management work package. Each WP is organised into diff erent tasks, aiming at fulfi lling the diff erent 

achievements expected by the Coordinated Action. 

The Coordinated Action is planned to last 24 months. Each single work package is paced by diff erent 

milestones to guarantee the work completion of each activity and task, and to synchronise the progress 

among the diff erent WPs. 

The CAESAR work packages are: 

WP1: Project management 

WP2: Establishment of the European Intermodal Research Advisory Council 

WP3: Setting the strategic research agenda 

WP4: Implementation strategy 

WP5: Communication and dissemination strategy 

Work Packages 1, 3 and 5 will last the whole of the CAESAR project, accompanying the coordination action 

along its path and development. WP2, lasting until month 12, is to set up the Plenary and sign the Terms of 

Reference (fi rst 4 months), and to establish the reference Group of National Representatives (until month12). 

The implementation strategy (WP4) to develop the content of the strategic research agenda will last from 

month 4 until the end of the CA. 

Results 

The establishment of EIRAC – European Intermodal Research Advisory Council – is the main objective of 

this initiative, with the aim of bringing together the stakeholders of the intermodal sector. The EIRAC will 

be established at the end of month 4 of the CA, and it will prepare, in accordance with the scheme provided 

in the description of WP3, the Strategic Research Agenda of Intermodal Transport. CAESAR will continue 

operating to ensure the existence of EIRAC after the completion of the project. 

Although the details would be specifi ed in the Terms of Reference (see section 1.1.5.2), which are to be signed 

at the establishment of the European Intermodal Research Advisory Council, it is expected that the EIRAC will 

be composed of the following entities: 

• the Plenary, industry driven, 

• the Support Group, industry driven, 

• the Mirror Group, representatives of the EU Member States and Switzerland, 

• the Secretariat. 

The CAESAR consortium will provide the Secretariat services to the EIRAC. 

The Terms of Reference rule the operation and decision-making process of the advisory council. They will 

include the scope, the mission, the process of processing and maintaining the strategic research agenda. 

The Strategic Intermodal Research Agenda 2020 (SIRA) is the list of needs for future research and a 

compendium of the research strategy developed in conjunction with a business scenario. The contents of 

the strategic research agenda will be determined by key industrial fi gures, i.e. the EIRAC members. It will be 

based on prioritised areas of innovation targeted to specifi c industrial and business objectives set by the 

stakeholders. 

The implementation plan is meant for change, to feed the work programmes of future EC Framework 

Programmes, and equivalent initiatives of the Member States and private investments. 

All information on EIRAC will be made available: www.EIRAC.net 

Keywords: Transport economics, transport technology, Research and Innovation Development Policy, 

intermodality 

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EIRAC organisation chart 

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Acronym: CAESAR 

Name of proposal: Coordination Action for the European Strategic Agenda of Research 

on Intermodalism and Logistics 









Sector: Multi 


Research domain: Development of logistics systems and concepts 

Website: 


http://www.eirac.net 

Coordinator: Dr Recagno Valerio 

Consorzio per la Ricerca e lo Sviluppo di Tecnologie per il Trasporto Innovativo - 

Consorzio TRAIN 

Centro di Ricerche ENEA della Trisaia 

SS 106 KM 419+500 

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E-mail: 

IT 75026 Rotondella (MT) 

valerio.recagno@dappolonia.it 

Tel: +39 010 3628148 

Fax: +39 010 3621078 

Partners: The Alliance of Maritime Regional Interests in Europe BE 

Connekt NL 

METTLE GROUPE FR 

European Intermodal Association BE



CHINOS 

Container Handling in Intermodal Nodes 

- Optimal and Secure! 

Transport operators currently face several challenges, which are driven by 

commercial, legal/security and technical factors. CHINOS will support operators 

to exploit these challenges in the best possible way by employing innovative IT 

technology solutions such as radio frequency identifi cation (RFID) technology. This 

combination of commercial and security issues in one approach makes CHINOS 

quite unique. 

Background 

Operators of container terminals (seaports, inland ports, freight villages, rail/road intermodal terminals) and 

transport are currently facing several challenges that not only put additional burden on them but also off er 

potentials for process optimisation at the same time. There are several drivers for this project: commercial 

(how to cope with continuous rising cargo volumes to be handled), legal/security (how to deal with new 

security rules and regulations for fi ghting against terrorism, and the change of responsibilities in the chain), 

and technology (how best to integrate technologies such as RFID transponders for container identifi cation 

and electronic seals, combining the benefi ts of classical bolt seals with RFID capabilities). All these drivers 

form a complex area that the CHINOS project wants to support. 

Objectives 

CHINOS will support operators in exploiting the current challenges on commercial, legal/security and 

technical levels in the best possible way by employing innovative IT technology solutions. Processes can 

be optimised and accelerated tremendously by using automatic identifi cation and condition checks with 

contact-free reading possibilities (container RFID tags, electronic seals, optical checks) without requiring 

human intervention. CHINOS terminal operators are able to optimise their storage space and to enhance 

the integration of transport modes along intermodal logistics chains by re-designing the procedures at their 

interfaces. Since the full benefi t from new technologies can only be exploited if the total integration of (reengineered) 

business processes and IT systems will be achieved, CHINOS will put a special focus on this 

integration work and carry out demonstrations at several European locations. 

As RFID technology has not been used in container transport so far, transport users and authorities are not fully 

aware of the potentials off ered for logistic and security purposes with regard to process automation, reduction 

of processing errors, increase of reliability, enhancement of status monitoring along the chain, fulfi lment of 

security requirements, etc. CHINOS will help identify and open up the potentials of this new technology. 


The main objective of CHINOS is to optimise container handling in intermodal nodes by using innovative 

IT technology. The most challenging applications are the identifi cation of cargo and equipment, and the 

detection of their status from both the economic and the security aspect. It is important to exploit the 

potentials of the RFID technology to the best possible extent for intermodal container logistics and security. 

Special emphasis will be laid on process integration and how the new technologies can be best embedded 

into existing (or re-engineered) business processes and IT systems along the chain in order to enhance the 

effi ciency, information and service quality, security, speed of operation, and use of storage space on vehicles 

and in yards. CHINOS will concentrate on containers; however, the results can be transferred to other cargo 

units like swap bodies or semi-trailers. 

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CHINOS will research a methodology for the integration of container identifi cation information using 

RFID technology, container security-related information (electronic seals), and optical container condition 

information (high-resolution images) in intermodal transport nodes thus supporting the business processes 

within the nodes and the total transport chains. An integrated prototype system for automatic container 

identifi cation based on RFID-technology and optical damage documentation will be developed. It will be 

installed at European intermodal container handling nodes and operated under real-life conditions in order 

to validate the functionality, scalability and portability to other end-user scenarios. Furthermore, supporting 

the chain perspective, hinterland transport is included in the project by involving inland terminal operators, 

freight village operators and railway operators. 

Results 

The results of the CHINOS project will improve both effi ciency and security of container handling throughout 

the entire transport chain, taking into consideration the specifi c user requirements and needs of all 

stakeholders ranging from shipping companies, forwarders, freight owners and port operators to insurance 

companies and government agencies. By fostering the deployment of electronic seals, CHINOS will contribute 

to international eff orts in the fi ght against terrorism and will support activities like the American Customs- 

Trade Partnership against Terrorism (C-TPAT) and the expected corresponding European initiatives. 

CHINOS results will be ready-for-the-market IT tools (Automatic Container Identifi cation Unit, Damage 

Documentation System, Communication Controller(s), Chain Event Manager) as well as technical and 

organisational recommendations on how to exploit these new technologies effi ciently so as to be prepared 

for the actual and upcoming challenges. 

Keywords: Intermodal, container, security, RFID, C-TPAT, electronic seal, container tag 

North Sea Terminal Bremerhaven (NTB) 

North Sea Terminal Bremerhaven GmbH & Co.

Acronym: CHINOS 

Name of proposal: Container Handling in Intermodal Nodes - Optimal and Secure! 



Total cost: 2,573,652 € 






Sector: Multi 




Coordinator: Dr Gendner Nils 

Institut für Seeverkehrswirtschaft und Logistik 

Universitätsallee GW I Block A 



E-mail: 

DE 28359 Bremen 

gendner@isl.org 

Tel: +49 (0)421 2209653 

Fax: +49 (0)421 2209655 

Partners: North Sea Terminal Bremerhaven GmbH & Co. DE 

GAC Shipping SA GR 

Thessaloniki Port Authority SA GR 

Tricon Consulting GmbH & Co. KG AT 

Datenbank Bremische Haefen AG DE 

Team Lines GmbH & Co. KG DE 

Eurogate Technical Services GmbH DE 

Polzug Intermodal GmbH DE 

i2dm Consulting and Development GmbH DE 

T-Systems GmbH DE 

Cargo Center Graz Betriebsgesellschaft mbh & Co. KG AT 


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FastRCargo 

Fast Transhipment Equipment and Novel 

Methods for Rail Cargo in Europe 

The project FastRCargo aims at developing the fastest transhipment system with 

the potential of a signifi cant impact on rail innovations for 2010 and beyond. The 

system tranships standardised intermodal transport units between standardised 

rail wagons and trucks below active power lines. 

Background 

Fast and adequate rail transhipment of standardised intermodal transport units (sITU) remains one 

of the highest ranked challenges of rail research. A cost-effi cient solution for this topic is key for further 

enhancements towards sustainable competitiveness of intermodality against mono-modal road transport. 

Objectives 

The project FastRCargo aims at developing a new transhipment system for fast loading and unloading 

of standardised intermodal transport units (sITU, consisting of ISO containers and swap bodies) between 

rail and road vehicles, and terminal or support vehicle structures. Interoperability and inter-connectivity 

between rail and road transport for cross-operation is perfectly supported by the fact that road standardised 

production means will be seamlessly integrated into rail operation without any modifi cation, without 

excessive operating time and for reasonable friction costs. Intermodal liner networks will become reality 

with the system proposed. 

The main objectives are: 

• to develop an automatic transhipment system, consisting of a set of equipment featuring a high 

degree of fl exibility, scalability, dependability and ease of integration 

• to develop eff ective rail transport and service concepts, contributing to a sustainable alternative to 

road haulage 

• to develop further components needed in order to complement the equipment to a versatile 

intermodal node as part of a broader logistic and transport system 

• to verify the sustainability of the new rail transport service concepts, the complementary systems and 

the new transhipment equipment within a commercially oriented user group. 


FastRCargo is divided into nine work packages. 

WP0: The project management activity covers all the work necessary to provide direction and administrative 

support to the project. 

WP1: This activity aims to support the development-related work packages in setting guidelines for design, 

realisation and evaluation. 

WP2: This aims to research rail-specifi c aspects for integrating the new fast transhipment system into valid 

rail services of the future. 

WP3: The main objective is to build the required system components according to the modularity concept 

and integration framework developed in WP1. 

WP4: The loading/unloading process in the context of FastRCargo has to be considered as a highly safetycritical 

process. This work package aims at developing a set of reliable integrated packages for sensing.

WP5: The two main objectives of this work package include (1) development of an appropriate software 

model and coherent software architecture for control purposes, and (2) to defi ne appropriate use scenarios 

and ‘guidelines’ for the operational phase. 

WP6: It aims to integrate the hardware and software sub-systems developed in other work packages into 

one system. 

WP7: This work package mainly builds the demonstrator and evaluates its further potential. 

WP8: Dissemination of project information will start early in the project to ensure broad awareness. 

Results 



By focusing on innovation and novelty for intermodality and interoperability, the project contributes to an 

increase of image, public acceptance and share of mind for rail transport and its actors. This will lead to 

a higher media presence and societal acceptance of transport and rail transport in particular. The project 

supports policy-makers with sustainable supplement for intermodal transport in its present form and thus a 

valid alternative, which is: 

• in support of existing intermodal networks and their developments 

• in support of local, regional and industry-specifi c long-term environmental objectives 

• in support of high yield investments. 

Potential impact: 

With the use of technologies developed within the project, novel transport methods will become a strategic 

option, especially for new entries and innovative operators. When applying new paradigms for rail operation 

as well, various new alternatives for rail transport production methods become feasible for realisation and 

reinforcing competitiveness of intermodal rail cargo vs. truck transport. For example: 

• shifting the balance between modes of transport 

• removal of bottlenecks 

• fast execution of the loading operation and by the fact that trains can be manipulated while waiting 

on bypass tracks with active electrical power lines. 

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356 


Acronym: FastRCargo 

Name of proposal: Fast Transhipment Equipment and Novel Methods for Rail Cargo in Europe 



Total cost: 3,635,820 € 






Sector: Multi 




Coordinator: Mr Unseld Hans G. 

CargoTechnologies GmbH 

Lerchenfelder Strasse 44/V 

Strozzigasse 5/7 

E-mail: 

AT 1080 Vienna 

unseld@cargotechnologies.com 

Tel: +43 (0)1 403 0371 10 

Fax: +43 (0)1 402 2604 

Partners: Dautel GmbH DE 

ESG Elektroniksystem- und Logistik-GmbH DE 

Österreichische Bundesbahnen - Infrastruktur Bau AG AT 

Austrian Research Centre Seibersdorf Research GmbH AT 

Chalmers Tekniska Hoegskola Aktiebolag SE 

Copenhagen Business School DK 

rail4chem Eisenbahnverkehrsgesellschaft mbH DE 

Autoterminal S.A. ES 

CTD Container-Transport-Dienst GmbH DE



SECURCRANE 

Design of an Innovative System for the 

Drive and Control of Port Cranes for Safe 

Remote Operation 

This project focuses on port cranes to increase their performance and safety and 

human operator working conditions, thus eliminating the gap between theoretical and 

real productivity (lifts/hour) of cranes. The core problem of crane productivity is the loss 

of effi ciency from the human operator due to the stressful working conditions inside the 

crane cabin. SECURCRANE will develop a remote crane control, and an innovative antisway 

device, providing the operator with all information physically ‘sensed and seen’ in 

his position onboard so that a 3D television image supplies the driver at a remote site 

with the same information/functions as he had from the crane cabin seat. 

Background 

In the manufacturing fi eld of port cranes, manufacturers usually neglect research and innovation due to 

highly detailed bids from buyers and severe price competition. Current anti-sway devices are mainly based on 

several physical/electrical principles (combining sensors/actuators to rebalance sway and damp oscillations). 

Their performance rates and cost/benefi t ratios are not satisfactory, and many crane operators admit to 

working with the anti-sway switched off . The absence of effi cient and cost eff ective anti-sway systems have 

prevented the introduction of remote crane control. 

The project covers the social aspects of innovation, involving crane drivers from the start and focusing on 

their re-qualifi cation of their job position after the remote crane cabin has been adopted. 

Objectives 

SECURCRANE addresses two specifi c problems, distinct but highly interconnected, which aff ect the crane 

operator’s behaviour: 

1. the stressful working conditions of crane operators caused by both physical stress (shocks, vibrations, 

accelerations due to cabin position suspended to trolley and cabin-constrained movement along crane 

boom), and psychological stress (sway of spreader/container and time needed to engage corner casting 

holes with spreader twistlocks or into the ‘cones’, which considerably frustrate drivers and increase 

average handling time per movement) 

2. the potential damages caused to intermodal units (and/or goods inside them), relevant causes of expensive 

legal actions and, often, fi nancial disbursements (insurance costs or direct refunding to clients). 


The project’s two objectives are reached by realising, installing and testing the remote control (RCM), antisway 

(ASM) and cargo monitoring (CMM) module prototypes on a port crane in Le Havre. Furthermore, 

SECURCRANE will build a consensus within the crane drivers’ community by inviting them to trials where 

they will get hands-on experience of the innovation in practice. The RCM originates from past expertise 

developed in defence fi eld applications, which is now transferred into this civil application subject to 

diff erent constraints, environment and needs. The imagery system is innovative too, based on a patented 

system promising to overcome negative aspects of past 3D imagery systems. The ASM originates from 

successful past experience in other science domains (mostly cognitive sciences and artifi cial intelligence 

357

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devices design), hardware simplicity, fast response to external inputs, positive past applications of the same 

expertise, and reduced hardware costs promise effi ciency coupled with very interesting cost/benefi t ratios. 

The CMM raises commercial attractiveness of SECURCRANE system by reducing insurance costs and providing 

added-value services to terminal operators. The CMM acquires many container images performing functions 

like container identifi cation (to avoid misoperations), extraction of geometric features (early detection of 

damages to avoid refunding clients for damages made outside terminal premises), and other functions. CMM 

adopts technologies able to limit optic/geometric distortion and environmental/light adverse condition, 

while keeping hardware costs low. 

Excluding management, the project is organised in fi ve work packages (WP). 

WP 1: User’s needs: these will be ascertained through interviews, questionnaires and advice of key fi eld 

experts/end users), then ‘translated’ into proper functional requirements to draw up the SECURCRANE 

system architecture. 

WP 2: Design, development and tests: the design and development of the modules runs separately because 

their applications are logically ‘installed’ in diff erent allocations on crane controls. 

WP 3: Integration, testing and validation: modules are integrated and tested to verify the functionalities and 

performances of each module as well as the global system. Final results will be validated. 

WP 4: Evaluation and assessment: identifi cation of impacts on the introduction of SECURCRANE’s technologies 

and associated organisational concepts, and the ‘road map’ for implementation. 

WP 5: Dissemination and workshops: major instruments are SECURCRANE Interest Operators’ Club (SIOC), 

distribution of brochures, update of project website and validation workshops. 

Results 

The major expected result is that the fi rst prototype of the SECURCRANE system installed on a port crane in 

Le Havre will practically eliminate the eff ects of the sway when the driver puts the control joystick to idle. The 

remote control of the crane will be achieved via CCTV 3D images and the retrieval of additional information on 

handled containers will complete the functions. SECURCRANE will allow terminal operators to capitalise on their 

crane drivers’ skill with limited investments. If this research challenge is won, the fi rst positive applications will 

not only involve the port cranes fi eld where safer working conditions and more effi cient drivers’ performances 

may be reached, but the civil construction industry may also benefi t from these achievements. 

Keywords: Remote control cabin, anti-sway-system, multispectrum imaging, image processing, image 

feature, image recognition and identifi cation, man-machine interface 

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SECURCRANE modules and interactions 

SCIROIDEA S.p.A.

Acronym: SECURCRANE 

Name of proposal: Design of an Innovative System for the Drive and Control of Port Cranes for Safe 

Remote Operation 



Total cost: 4,246,000 € 






Sector: Multi 



Website: 


http://www.securcrane.info 

Coordinator: Dr Derito Andrea 

SCIROIDEA S.p.A. 

Via Fieschi 25-6A 



E-mail: 


a.derito@sciroidea.com 

Tel: +39 010 29 12 741 

Fax: +39 010 29 12 740 

Partners: ECA S.A. FR 

TL & Associés FR 

ENEA - Italian National Agency for New Technologies Energy 

and the Environment IT 

INTECSA-INARSA S.A. ES 

Port Autonome du Havre FR 

BERTOLOTTI S.p.A. IT 

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TRIMOTRANS 

Development of new intermodal loading units 

and dedicated adaptors for the trimodal 

transport of bulk materials in Europe 

This project targets the development of new intermodal loading units (container 

plus adapter) including devices such as the ISO bulk container, roll-off container, 

capable adaptors and mobile fi xtures suitable for the trimodal transport of bulk and 

packaged goods on road, railway and inland waterways. 

Background 

Road transportation is facing rapidly increasing congestion. On the contrary, the available capacity on 

railways and inland waterways are being underutilised. A redistribution of the carriage of goods is urgently 

needed. Up until now the most important obstacles have been the incompatible interfaces between the 

various carriers and the diversity of loading devices being used in the EU. 

In this context, the lack of harmonisation and standardisation of loading units is a great barrier against 

utilising the development potential of the intermodality. 

By applying new loading units, the logistic chain can be set up without changing the loading unit within the 

complete door-to-door transport process. Trans-shipping does not require crane technology anymore so the 

costs will be reduced substantially. In compliance with the ISO container dimensions, the new characteristics 

of the loading units will lead to a harmonisation of the handling. 

The development, design and testing of the new intermodal loading units and their later introduction into 

the market will strongly contribute to the policy objectives of the European transport. 

New developments and a growing complexity in trans-shipping technologies, which are aimed at cost 

reduction, do not allow for the universal use of the existing ISO and roll-off containers in the transport chains 

of combined traffi c systems anymore. 

Objectives 

The main objective of the project is the development of new technical solutions for intermodal loading units 

including containers, dedicated adaptors and mobile internal fi xtures in order to shift the main transportation 

route for goods from the road onto rail and inland waterways in a sustainable way. 

By the development and integration of tailored adaptors for the necessary lifting and shifting operations, the 

loading units will lead to an optimum for intermodal transportability and compatibility to existing systems, 

i.e. hook-lifting or spreader technology and/or the horizontal trans-shipping via devices such as MOBILER, 

ACTS, etc. 

The technical activities will be focused on the development and design of large ISO containers and ISO 

compatible roll-off containers with the dimensions of 2 550 x 2 900 x 7 450 mm. These dimensions comply 

with the recommended directive of the European Commission for intermodal loading units. 

Within the project, technical solutions for the transport of selected gases and liquids are also developed. 

Furthermore, it is intended to equip the containers with optional exchangeable fi xtures and movable walls in 

such a way that they can accommodate bulk goods as well as packaged goods. 

Considering these requirements and specifi cations, two types of loading units will be designed and tested 

within the project in agreement with the recommendations of the EC.


The following technical solutions will be developed and designed: 

• intermodal loading units for the formation of a multi handling process at intermodal transport 

conditions with the necessary characteristics of the interoperability for the trimodal traffi c carriers 

• appropriate modular adaptor systems for the effi cient adaptation of the loading units to the main 

intermodal transportation and loading demands for bulk and packaged goods 

• container modules for gases and liquids 

• adapter systems for the transport on trimodal traffi c carriers 

• fi xing modules for the receptacle connection with the trimodal adapter system. 

The design of the new loading unit prototypes will include the following sub-tasks: 

• ISO-compatible bulk material/packaged goods container 

• ISO-compatible roll-off container 

• frame systems and the required mobile built-in equipment 

• adaptation of the frame systems to the types of goods, norms and other legal regulations (e.g. EN, ISO, 

UIC, UIT, TSI and GOST) and to the means of transportation. 

In addition, suitable measuring and testing techniques have to be developed and constructed: 

• discharging tests for selected groups of bulk goods and municipal waste 

• examination of the goods (or loading units) with respect to the design of the inner walls and the 

transfer equipment system will be xecuted. 

Results 



1. The logistic chain can be set up without changing the loading unit throughout the complete door-todoor 

transport process. 

2. The trans-shipping procedures are possible with diff erent handling technologies and the costs will be 

reduced substantially. 

3. The uniformity of the special internal features, such as the position and design of fi ttings as well as the 

compliance with the container dimensions, will contribute to the harmonisation of the loading units. 

4. In the fi eld of municipal waste, the specifi c roll-off container will be adapted to allow the application of 

spreader technology as well as stacking. The application spectrum of these containers will be extended 

considerably as they can be handled with classical SPREADER as well as HOOK-LIFT technology. 

5. New, signifi cantly changing requirements of today’s logistics are emerging. The ISO container for 

mineral bulk goods will probably be used as a self-discharging unit when carried on a railway wagon. 

This ISO container can be handled with SPREADER, MOBILER, ACTS and HOOK-LIFT technology. 

New loading units and the installation of effi cient transport chains may avoid unnecessary changes at 

transport facilities. Transport, handling and trans-shipping can be reduced by the goods being transported 

directly to the consumer without any interim storage. 

Keywords: Transport, container, trimodal transport, ISO container, roll-off container, transport chain, 

trans-shipping, adapter, HOOK-LIFT technology 

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Acronym: TRIMOTRANS 

Name of proposal: Development of new intermodal loading units and dedicated adaptors 

for the trimodal transport of bulk materials in Europe 



Total cost: 1,720,339 € 






Sector: Multi 



Website: 


http://www.zaft.htw-dresden.de 

Coordinator: Prof. Schuszter Mathias 

Zentrum für Angewandte Forschung und Technologie e.V. 

Friedrich-List-Platz 1 

E-mail: 


mathias.schuszter@zaft.htw-dresden.de 

Tel: +49 (0)351 462 3244 

Fax: +49 (0)351 462 2159 

Partners: Budapest University of Technology and Economics HU 

Loxodon Machining Ltd HU 

Werner & Weber GmbH AT 

Kluge GmbH DE 

Broder AG CH 

Cesko-Saske Pristavy s.r.o. (Tschechisch-Sächsische Häfen GmbH) CZ 

G. Transport ´96 Forwarding Ltd HU 

Moscow State University of Railway Engineering RU 

CIDEON Engineering GmbH DE

CAPOEIRA 

Coordination Action of Ports for 

integration Of Effi cient Innovations and 

development of adequate Research, 

development and innovation Activities 

CAPOEIRA will concentrate on maximizing the opportunities for successfull research, 

development and innovation (RDI) in the fi eld of freight transport activities in ports. 

These issues will be addressed as three separate topics: seaport interface, landport 

interface, and port information and communication. Recommendations for 

future RDI projects for European ports will be developed through workshops by 

bringing together the main stakeholders from European ports: port associations, 

technology platforms, research projects and advisory councils. 

Background 

Port activity has rapidly grown over the last 20 years. This is valid for main ports and smaller ones. They all 

play increasingly a key role in the further distribution of goods in Europe. This causes huge problems for EU 

transport fl ows in general and in particularly creates expensive problems of congestion in ports, endangering 

their competitiveness and attractiveness. 

Before 2015, maritime traffi c will have doubled again. 

To cope with this traffi c growth and increasingly severe constraints, noatbly of environmental and spatial 

development nature, technological and organisational innovations are required in the ports. 

Such innovation, and the implementation of its results, requires huge fi nancial and human resource 

investments. 

Past research, development and innovation (RDI) has not always led to suffi ciently tangible results and 

commercial and competitive solutions in EU ports. Many (trans)port RDI projects funded by the EU or the 

Member States have not gone beyond the design table, notwithstanding the excellent technological or 

scientifi c approach. Less than 10% of the projects of the Fourth and Fifth Framework Programmes have 

allowed real business development and commercial results. A reason of concern; a reason to learn from past 

experiences and answer the question how one can minimize the risk that RDI projects wil not lead market 

implementation and commercial success. 

It is expected that the results of this project will be of relevance for the activities of all transport related 

Technology Platforms, ACARE, ERRAC, ERTRAC and Waterborne, as well as EIRAC when implrmrnting their 

Strategic Research Agenda’s. 

Objectives 

Technologies to ensure effective, clean and safe operations 

of vehicles/vessels in terminals 

CAPOEIRA aims at developing recommendations with concerned actors regarding future (and current) 

research, development and innovation projects in ports with the objective to minimise the risk of associated 

public or private investments. It will also: 

• concentrate on the transport of goods in ports (i.e. transhipment, information and communication, 

handling, storage, terrestrial and maritime modes’ accesses) 

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364 


• produce guidelines for current and future research, development and innovation projects in ports, 

presenting key success factors and a method allowing to assess the opportunity of RDI projects by 

linking them with indicators showing their technical feasibility (interoperability), social (impact on 

employment and working conditions, qualifi cation) and societal acceptability, cost-eff ectiveness and 

effi ciency 

• defi ne common research topics based on needs (for solutions, products) in the fi eld of transport at 

ports in the short, medium and long term (until 2020) 

• produce recommendations related to the implementation of RDI projects in ports (investments, 

transition period management, communication, training), to contribute towards improving the 

capacity of management of innovation by port actors and promote a culture of change in ports. 


With the help of a scientifi c board, this work will be carried out in direct interaction with the main relevant 

actors concerned by innovation in the fi eld of transport of goods in ports, from both the business and the 

research communities, respectively gathered under two dedicated bodies: 

• A business group: high-level representatives from European ports, professional organisations of the 

port community 

• A research group: high-level industrialists, researchers and research programmers from European 

technology platforms and advisory councils, and professional research organisations. 

CAPOEIRA will identify the necessary conditions for research to pass the commercialisation threshold, 

through the analysis of the reasons of failures and successes of past RDI projects. 

Three workshops will be organised with the business group (bringing its solutions and products, 

experiences and visions for the future), and the research group (providing its competencies, facilities and 

RDI infrastructures). 

A dedicated internet platform will be set up at the start so as to communicate proactively and continuously 

on CAPOEIRA developments in order to ensure two-way communication: www.capoeiraproject.eu 

Results 

All the work will lead to a fi nal conference and to a book, destined for business and research communities, 

written in a common language and collecting all the main project results: 

• The method of evaluation of innovation projects under the form of a ‘project opportunity assessment 

grid’ aggregating indicators defi ned so as to minimise the risks of investments in innovations (validated 

by port actors, technology platforms and advisory councils) and to guarantee that research will pass 

the commercialisation threshold 

• The articles from a scientifi c board composed of relevant experts 

• The assessment of past projects, current and future needs of ports/products to be developed and 

common research topics to be addressed 

• The guidelines (key success factors for innovation, for implementation) for ports, research groups 

(technology platforms, organisations, industries, etc.) and EC research programmes. 

-

Acronym: CAPOEIRA 

Name of proposal: Coordination Action of Ports for integration Of Effi cient Innovations 

and development of adequate Research, development and innovation Activities 









Sector: Multi 


Research domain: Technologies to ensure eff ective, clean and safe operations 


Website: http://ww.capoeiraproject.eu.com 

Coordinator: Mr Cabrera Afonso Juan Manuel 

INTECSA-INARSA S.A. 

Avda. San Juan de la Peña, 160 



E-mail: 

ES 50015 Zaragoza 

jcabrera@za.intecsa-inarsa.es 

Tel: +34 (0)976 73 15 17 

Fax: +34 (0)976 73 19 87 

Partners: TL & Associés FR 


365

366 


EFFORTS 

EFFective Operation in poRTS 

The European economy depends highly on the effecient operations of ports. Most of 

European trade passes through portsand this will continue to do so: a doubling of 

transport volumes is expected in the next 15 years. 

Ports, therefore, are under a tremenduous pressure to increase their capacities 

and effi ciency while at the same time environmental and spatial development 

considerations imply constraints. 

EFFORTS is structured around ports with the aim to address three key issues, 

navigation, environment, organisation and infrastructure, with a vision to develop 

and integrate innovations so that the fi nal added value is much more than the sum 

of individual improvements. 

Background 

According to Commissioner Borg, over 90% of Europe’s trade with the rest of the world is shipped through 

its ports. This is also the case for almost half of the intra-European trade. Seaports handle a total of 3.5 billion 

tonnes of cargo per year. Approximately 350 000 people in Europe work in over 1 000 ports or in directly 

related services, which together generate about € 20 billion. At the same time, the container sector is facing 

an increasing threat of terminal congestions and thus container terminals are the potential bottlenecks within 

the transport chain. Besides the logistics problems, which will arise from container terminal congestion, 

European ports in general need to strengthen competitiveness by improving their availability and costbenefi 

t ratio of services to all types of vessels, passengers and commodities. Regarding the environment, over 

the last years European ports have been consolidating a strong involvement in environmental protection 

and friendliness in ports. Also, the EU environmental regulation framework that relates to ports, directly or 

indirectly, is impressive. Yet, much remains to be done. European ports already follow an innovative and proactive 

approach; however, appropriately structured research assistance will have a lever function resulting in 

much higher benefi ts than costs. 

Objectives 

EFFORTS has been built through co-operation with ports to determine defi ciencies or ideas for improvement. 

The overall objectives of EFFORTS are to achieve more eff ective, safe and environmentally friendly operations 

in European ports. After analysing the current state of the art and requirements, concrete research objectives 

have been worked out and translated into the work plan of EFFORTS. The vision is rather simple: to combine 

selected key developments intelligently so that the overall benefi t is much more than the sum of individual 

improvements. The terms of reference are challenging but feasible within the project duration and will result 

in clearly measurable products and processes. 

To achieve the applicability of results on a European level, the approach aims at modular, evolutionary and 

interoperable solutions. It shall also enable usability on each level of individual technological development 

of a port. Hub ports have needs distinct from small feeder ports thus transferability methodologies will be 

invented. 

However, searching for new solutions always includes the risk of not achieving all the specifi ed objectives. 

The project approach therefore allows for alternatives to avoid dead ends. EFFORTS is structured around 

ports and port services resulting in a holistic approach.


The work content covers the sub-project areas Navigation, Environment, and Organisation and Infrastructure, 

which will be brought into a coherent context through the project Integration activity. Integration in EFFORTS 

is not restricted to technology and business processes but takes into account crucial social economic aspects, 

such as personnel qualifi cation, business awareness, social responsibility and job satisfaction. The work 

packages for the three sub-projects will use a proven methodology, commencing from state of the art, and 

then defi ning specifi cations to develop suitable solutions to be evaluated through demonstrations, and the 

assessment results providing inputs for further enhancements. Common issues like Education and Training, 

Dissemination, and Implementation and Exploitation will be tackled by horizontal work packages so as to 

ensure a standardised approach and foster the transfer of results to a generic level. Validation and verifi cation 

will be dealt with horizontally as part of the Integration Work Package, which also controls demonstrations. 

The fi rst eight months are declared as the verifi cation phase in which the state of the art and ports’ needs will 

be detailed and work package descriptions refi ned. It will be concluded with a review by the Commission 

deciding which of the work packages will be conducted during the next phases of the project. 

Results 



Priority is given to tangible results with short introduction phases and high applicability: 

Navigation in Ports, to allow for safe and effi cient approach and berthing. Based on highly accurate digital 

chart data (Harbour ECDIS) operations of vessels and tugs will allow improved use of space and monitoring 

of operations and increased automation of processes. Prognostic management of feeder vessels will improve 

planning of port resources. 

Ports and Environment, to integrate ships into the land-based systems to handle wastes and pollutants. 

Shore-based reception facilities need to be operated in a network from ships provisions to waste. EFFORTS 

will look to accelerate European solutions regarding dredging and for a harmonised port neighbourhood by 

minimizing annoyances from all kind of emissions. 

Port Organisation and Infrastructure, to provide a comprehensive picture of port processes. Tools and 

methodologies for improved port operations and infrastructure will also be developed, including a risk 

assessment framework and investigations into artifi cial off shore ports. 

Solutions will be developed to reduce costs and environmental impacts, and increase safety and fl exibility of 

European ports. EFFORTS will thereby improve their competitiveness, supporting the modal shift from road 

to sea and better balancing the eff ectiveness between European ports and ports of other continents. 

Keywords: Maritime safety, maritime engineering, safety technology, navigation, environment, risk 

assessment, port management 

367

368 


Acronym: EFFORTS 

Name of proposal: EFFective Operation in poRTS 



Total cost: 15,186,879 € 






Research domain: Technologies to ensure eff ective, clean and safe operations 


Website: http://www.eff orts-project.org 

Coordinator: Mr Recagno Valerio 

D’Appolonia S.p.A. 

Via San Nazaro 19 

IT 16145 Genoa 

E-mail: valerio.recagno@dappolonia.it 

Tel: +39 010 3628148 

Fax: +39 010 3621078 

Partners: Technische Universitaet Hamburg-Harburg DE 

Aristotle University of Thessaloniki GR 



DORIS Engineering S.A. FR 


Instituto de Soldadura e Qualidade PT 

European Commission - Joint Research Centre IT 


Nielsen + partner Unternehmensberater GmbH DE 


‘Ovidus’ University of Constanta - Center for Advanced Engineering Sciences RO 

Transeuropean Consultants for transports, development 

and Information Technology S.A. GR 

National Company maritime ports Administration Constanta SA RO 

PORT AUTHORITY GIJON ES 


TL & Associés FR 

Thessaloniki Port Authority S.A. GR 

via donau - Österreichische Wasserstraßen-Gesellschaft mbH AT 


Fundación de la Comunidad Valenciana para Investigación, 

Promoción y Estudios Comerciales de Valenciaport ES 

Kongsberg Seatex AS NO 


Ingeniería de Sistemas para la Defensa de España, S.A. ES 


Technische Univeriteit Delft NL 

Medcenter Container Terminal S.p.A. IT 

Environmental Protection Engineering S.A. GR 

Marima Tech A/S DK 

Hamburg Port Authority DE 

PEMAR RD FR 

Port Autonome du HAVRE FR 

UNICAEN FR 

Port Autonome de Marseille FR 

Dublin Port Company IE 

Administração do Porto de Lisboa/Lisbon Port Authority PT 

SIREHNA GA 

SODENA SA FR 

TuTech Innovation GmbH DE 

Centre d’Etudes Techniques Maritimes et Fluviales FR 


International Consulting Environment Services FR

Increasing Road, Rail 

and Waterborne Safety 

and Avoiding Traffi c Congestion

370 


DSS-DC 

Decision-support System for Ships in 

Degraded Condition 

DSS-DC develops decision-support tools for handling crisis situations onboard 

cruise ships, oil tankers and other ships. The situations covered are problems in 

propulsion systems, hull damage and intentional grounding – including in adverse 

weather conditions. Co-operation tools for use onboard and between ship and shore 

will also be developed. 

Background 

Shipping has had a continuously improving safety record over the last decades. However, accidents will still 

happen and with ever bigger passenger and cargo ships, the consequences of not handling the accident 

optimally may become very serious. New cruise liners carry almost 4 000 passengers to areas where it may 

not be very safe to launch lifeboats. The Prestige accident shows what can happen if an oil tanker spills its 

cargo. Thus it is of outmost importance to be able to keep the ship fl oating as long as is necessary and if 

this proves not to be feasible, it will be necessary to analyse the consequences of alternative actions, such 

as intentional grounding. This has also been recognised by the IMO (International Maritime Organisation) 

through its passenger ship safety programme and by the EU through various directives to increase the safety 

of shipping. 

Objectives 

The following are the main technical and scientifi c objectives of DSS-DC: 

1. Develop a model for interaction and co-operation between onboard and onshore decision-makers in an 

emergency. 

2. Perform an analysis of onboard alarms and propose how alarm handling can be integrated in the overall 

decision-support system (e.g. through alarm priorities, risk-based alarm hierarchies, etc.). 

3. Develop a computer and network architecture for implementation of the co-operative decision-support 

system. This shall support all DSS-DC modules as well as existing systems on ship and land. 

4. Develop a prototype ‘multi-function console’ (MFC) that integrates the decision-makers’ interface 

requirements (see objective 1) as well as supports the ship/shore co-operation model from objective 1. 

5. Develop a decision-support (DS) module for ships with degraded manoeuvring and/or propulsion 

systems. Support both immediate operational requirements as well as a ‘what if’ type analysis. Weather 

eff ects shall be considered. 

6. Develop a DS module for assessing the eff ects of hull damage under various operational and weather 

conditions. The module covers hull strength and damage propagation. It will be able to give operational 

advice on changes in speed, course and ballast distribution. 

7. Develop a DS module for intentional grounding and for advice after an accident. It shall be able to give 

predictions on hull damage and pollution (from cargo and bunkers) in case of grounding (being afl oat 

afterwards) and stranding (being stuck). Weather eff ects shall be considered. 

8. Develop a DS module for immediate assessment of current status and trends in the propulsion system’s 

technical condition. The module will make use of a hierarchical system of technical condition indices 

(TCIs) that will make it possible to assess functional consequences of component degradation as well as 

trace the consequences back to the component(s) causing the degradation.

9. Develop weather and sea routing functionality that can interact with the degraded manoeuvring DS 

module to provide overall ship routing in all conditions. There will also be interfaces to the hull damage 

module to allow the inclusion of weather conditions and forecasts. 


Computer science: DSS-DC will be widely distributed in a multi-tier system and via the Internet domain. Of 

particular importance is online collaboration between ship and shore over low capacity satellite data links. 

Simulation and analysis of ship responses: This is used to implement the degraded manoeuvrability module. 

The module will be able to detect certain errors in the manoeuvring and propulsion systems to simulate 

future behaviour, for example when operating in adverse weather in restricted waters. 

Eff ects of hull damage and sea loads: The system will use a set of pre-calculated datasets from existing 

numerical methods combined with interpolation mechanisms to estimate stresses in a damaged hull in 

various conditions. 

Hull penetration and cargo outfl ow after grounding: A similar approach to that in the previous paragraph 

will be taken. Advanced numerical methods will be used to calculate data tables that can be used to estimate 

eff ects of various grounding scenarios. 

Key performance indicators (KPI): As technical condition indices (TCI), these will be developed for the 

technical condition of propulsion machinery. It will be used to give an at-a-glance assessment of current 

conditions and operational margins. The system will also be extended to ‘life support’ systems such as fresh 

and black water plants. 

Results 

DSS-DC will demonstrate the use of an integrated decision-support system onboard a shuttle tanker and a 

cruise ship. The system will integrate the functions discussed above as well as support onshore organisations 

in the decision-making process. 

Deliverables are partly the developed modules and partly the corresponding documentation. Various public 

papers will also be included as part of the project deliverables. 

Keywords: Ship safety, hull strength, ship stability, decision-support systems, ship manoeuvring 

Carnival plc 

Integrating assistance and decision support tools 

to facilitate driving, piloting and manoeuvring 

Passenger-ship - the bridge Passenger-ship engine-room 

Carnival plc 

371

372 


Acronym: DSS-DC 

Name of proposal: Decision-support System for Ships in Degraded Condition 



Total cost: 4,220,140 € 







Objective: Increasing Road, Rail and Waterborne Safety and Avoiding Traffi c Congestion 

Research domain: Integrating assistance and decision support tools to facilitate driving, 

Website: 

piloting and manoeuvring 

http://www.marintek.no 

Coordinator: Mr Rødseth Ørnulf Jan 

Norwegian Maritime Technology Research Institute 

PO Box 4125 Valentinlyst 

Otto Nielsens vei 10 

E-mail: 

NO 7450 Trondheim 

ornulf.jan.rodseth@marintek.sintef.no 

Tel: +47 (0)7359 5257 

Fax: +47 (0)7359 5776 

Partners: British Maritime Technology Ltd UK 



Carnival plc UK 

TeeKay Norway AS NO 

Martec s.p.a. IT 

Kongsberg Maritime AS NO 

Siemens AG DE 

Lodic AS NO



FLAGSHIP 

European Framework for Safe, Effi cient 

and Environmentally Friendly Ship 

Operations 

FLAGSHIP will improve the safety of European maritime transport and make it more 

environmentally friendly and competitive. The emphasis of the project is on onboard 

systems and procedures, onshore ship management systems, the impact of new 

technology on present ship-, owner- and operator organisations, effective and 

effi cient communication interfaces, and the impact of standards and regulations. 

Background 

The shipping industry has, over the last few years, acquired high exposure. Some has been positive, but 

unfortunately much of the attention has been focused on accidents and environmental damage. Shipping 

needs to further improve the way it operates in terms of pollution control, redundancy and foolproof 

mechanisms and procedures. The layout of the ship and components must increasingly address the humanmachine 

interface, ensuring that crews can cope in the most extreme conditions, under increasing time 

pressures and congestion. 

Globalisation and the accompanying increase in world trade lead to increasing congestion. Also, the increase 

in international terrorism has put more attention on the movement of dangerous persons and materials. 

Hence ships are being monitored and controlled more and more, and the crews need to send a steadily 

increasing number of reports and data to various shore authorities. Measures to reduce the administrative 

burden and free resources to do more operative work are urgently needed. This includes automatic reporting 

systems as well as decision support for compliance with new rules and regulations. 

Developments, particularly within the areas of information technology and communication, make an 

increasingly stronger impact on shipping. The strategic exploitation of information technology concerns 

not only the ship and the communication between ship and shore but also requirements of knowledge 

integration to an extent hitherto unseen. 

Objectives 

What all the requirements presented above have in common is the need for knowledge; knowledge about 

the state of the hull and the machinery onboard, about the position of the ship and events onboard, about 

rules and regulations, about the status of cargo and about the status of the overall shipping organisation. 

The rapid development of satellite communication and the Internet have provided the means by which data 

can be gathered instantaneously and in large amounts. However, data is not knowledge; it is only the prerequisite 

for knowledge. Knowledge results from analysing the data and processing it intelligently so that it 

can be acted upon either in an automatic fashion or by humans who are either acting in isolation or in an 

integrated (though possibly geographically fragmented) group. 

The vision of FLAGSHIP is to create the mechanism by which the expertise of all the required actors can 

be brought together in real time, independent of their location, and given to the right people, in the right 

format, at the right time and incorporating the highest level of knowledge, so that they can better manage 

all the questions which confront a ship operator: issues relating to the ship itself and its equipment (e.g. hull 

monitoring, equipment diagnostics and maintenance planning), its day-to-day operation (e.g. navigation, 

cargo and rule compliance) as well as emergencies and other exceptional situations (collision, fi re, etc.). 

373

374 



The RTD activities are organised into four work packages (WP). Other work packages will demonstrate the 

results on three diff erent vessel categories and carry out training of users. 

WP A. Technical operations and technical management: the focus of this work package is on the ship and the 

ship’s equipment. Emphasis is on early detection of problems, effi cient diagnosis and timely repair; also on 

long-term effi ciency and savings by optimised monitoring and maintenance. 

WP B. Nautical operation and support: improved day-to-day ship operation on the ship and in the shore 

offi ce is a priority. Emphasis is on the improvement of safety and effi ciency in light of more complex tasks and 

changes in crew responsibilities and composition. 

WP C. Emergency management: improved emergency management tools both onboard and ashore. Prognosis 

and consequence assessment for alternative actions, as well as onboard and onshore simulator systems to 

prepare for a given action. 

WP D. Support actions: this will cover ICT infrastructure; health and safety, organisation and processes; incentives 

and controls. 

Results 

Some of the expected deliverables include: 

Monitoring systems for real-time assessment of hulls will extend the life of the existing fl eet of tankers and 

bulk carriers by up to fi ve years. 

Monitoring tools for fuel effi ciency indicators shall assist ship owners to improve energy effi ciency by up to 10%. 

The decision-support frame will reduce the time for a user’s decision by a factor of 2 compared to present 

bridge installations. 

A factor 2 improvement will also show up in support systems for nautical operations, and particularly in 

increased awareness of the navigation scenario, increased safety from nautical decisions and in the increased 

speed of nautical decisions. 

Alarm fi ltering will reduce bridge alarms in a given scenario (breakdown in auxiliary systems) by 80% and in 

the general operational scenario by 20%. 

Support systems for rule compliance will improve the speed of text look-up by at least a factor 2 while also 

improving the quality of the search. 

Scheduling and repositioning of empties will distribute the load more evenly throughout the journey, cutting 

the average waiting time by about 26% and therefore reducing queues and speeding up the containership’s 

operations. 

A prognosis and assessment tool for emergency management will demonstrate improvements of between 

two and ten times in prognosis generation speeds and result reliability in fi re and smoke propagation, hull 

damage and fl ooding. 

Keywords: Safety, effi ciency, ship-shore coordination, onboard data and decision integration



Acronym: FLAGSHIP 

Name of proposal: European Framework for Safe, Effi cient and Environmentally Friendly Ship Operations 



Total cost: 19,006,003 € 








Coordinator: Mr de Meester Theodoor Herman 

European Community Shipowners’ Associations (a.s.b.l.) 

67 rue Ducale 


E-mail: deMeester@ecsa.be 

Tel: +32 (0)2 511 39 40 

Fax: +32 (0)2 511 80 92 

Partners: Teekay Shipping Corporation NO 

Minoan Lines GR 

V.Ships UK UK 

Carnival Corporation & plc UK 

Danaos Shipping Co. Ltd GR 

Kursiu Linija Ltd. LT 

Norwegian Shipowners’ Association NO 

Consorzio Armatori per la Ricerca S.r.l (Italian Shipowners’ Research Consortium) IT 

PERSEVERANZA SPA DI NAVIGAZIONE IT 

CCS ES 

Niederelbe Schiff ahrtsgesellschaft mbH & Co. KG DE 

Koninklijke Vereniging van Nederlandse Reders NL 

PORTLINE - Transportes Marítimos Internacionais, S.A. PT 

Altair Special Maritime Enterprise GR 

Superfast Ferries S.A. GR 

Rolls-Royce plc UK 

Wärtsilä Finland Oy FI 

KONGSBERG MARITIME AS NO 


Autronica Fire and Security AS NO 

Lyngsø Marine A/S DK 

Shipbuilders and Shiprepairers Association UK 

Lodic AS NO 

European Marine Equipment Council BE 


RINA SPA IT 


Port Authority of Valencia ES 

Trans-Base Soler, S.L. ES 

Spanish Depot Service, S.A. ES 


Aker Yards S.A FI 

Community of European Shipyards Associations BE 

TEMIS S.A. FR 

Regs4ships Ltd UK 

MJC2 Limited UK 

SEMA2 s.r.l IT 

Ingeniería de Sistemas para la Defensa de España, S.A. ES 

SIREHNA FR 


MARINTEK NO 




Cardiff University UK 


WEGEMT- A European Association of Universities in Marine Technology 

and Related Sciences UK 

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INMARE 

Technologies and Methodologies for Safe, 

Environmentally Friendly and Effi cient 

Shipping Operations of the Future 

The Coordination Action, InMare, involves partners operating in the maritime sector. 

The main objective was to translate the maritime operators’ real needs on input 

for feasible and effective future studies and/or research projects by identifying the 

most promising scientifi c and technical developments in order to make European 

shipping ready to face the future competitive challenges. 

Background 

The CA was based on the assumption that there will be even more increased focus on sea borne transport 

because of its environmentally attractiveness and effi ciency, compared to road transport. The risk of 

massive oil-spill or the risk of casualties represents, however, a threat to sustainable development. New 

approaches to improve reliability and safety of European maritime activities are therefore required, together 

with intelligent systems to support onboard decisions, particularly under emergency situations. Emphasis 

should also be put on telematic and communication tools to integrate ship and shore resources better. The 

improvement of casualty prevention will be important to secure the highest possible level of safety at sea in 

order to minimise risks. With a tool like a dedicated CA, and through trans-national co-operation of directly 

or indirectly involved parties, the level of knowledge will be raised to set the priorities for technology and 

methodology developments required to realise the aims of industry. The CA may also give a foothold for the 

expansion of technology-based industry, specialising in ship instrumentation, telecommunications, design 

and construction of marine systems, tools related to quality assurance, etc. in the marine and other sectors. 

Such improved systems and tools may in turn be adopted by the industry to design and construct safer and 

more cost-eff ective ships and marine structures in the future. 

Objectives 

InMare has the intention to create the basis for further enhancing European short sea shipping by improving 

freight service capacity and reliability and passenger well-being on the one side, and by minimising the risk 

of life losses, damages to the environment and accidents on the other, thus maintaining the operational 

quality of ships during their operating life. 

In particular, the project aims at coordinating activities within fi ve areas, identifi ed as important topics: 

• enhanced effi ciencies on board and ashore 

• human resources 

• communication and decision-support system (DSS) 

• regulatory matters 

• environmental sustainable ship operations. 

The basic idea of the InMare CA was, therefore, to integrate expertise and experience with a substantial 

contribution from European shipowners’ representatives. It can be recognised as an important tool for 

stimulating a common research strategy in support of European operators’ eff orts in their attempt to maintain 

the European shipping industry at the forefront of competitiveness.


The CA was divided into seven work packages with one partner appointed as work package leader. The work 

packages were: 

• Specifi cation of end-user needs 

• Establishment of working groups 

• Working group activities 

• Arrangement and execution of assessment workshops 

• Harmonise and summarise results of all working groups 

• Dissemination actions 

• Project management and administration. 

According to the fi ve topics of InMare, fi ve working groups were formed, mainly composed of shipowners, 

system makers and ship operators. 

The allocation of the partners to the working groups was defi ned according to their competencies and 

preferences. 

The obtained results of the working groups (and of the CA) are illustrated in deliverables which report, for 

each of fi ve topics, the following: 

1. State of the art 

2. Identifi cation of R&D needs 

3. Overview of existing systems/solutions as well as proposals for new ones (where applicable) 

4. Support of EU policies towards upcoming IMO (International Maritime Organisation) regulations 

through specifi c R&D actions. 

Each working group worked in order to produce contributions for these deliverables, as expected, in the 

project. 

During the project, meetings and various events were organised with direct participation of all project 

partners, which also included external experts and the Commission’s representative. 

The project and its results are available on the InMare website (http://www.inmare-fp6.com). 

Results 



During InMare, 14 deliverables were issued. 

Deliverable 1 was a detailed report on the concrete R&D needs expressed by the shipping world on the topics 

of interest for the project. 

The purpose of Deliverable 2 was to provide the composition of the fi ve working groups of the InMare CA. 

Deliverable 3 was intended as an overview on recent research and studies on the selected topics. 

Deliverable 4 focused on the ultimate technologies, systems, solutions and methodologies already available 

in the market on the topics of interest. The reports provided an updated list of overviews on existing systems 

with short critical evaluation for the major items, and possible industrial development for new solutions/ 

proposals. 

Deliverable 5 was the summary of the R&D priorities and rankings produced by InMare giving a wide sample 

of EU shipping representatives and ship operators. 

Deliverable 6 was focused on the evaluation of the future planned IMO issues, considered as important or 

critical from the view of the operators and for which R&D studies had been proposed and considered. 

Deliverable 8 was a management report on the mid-term convention which contains the most important 

issues discussed and the inputs which emerged for the re-calibration of the CA. 

In order to have a more effi cient project management control, the Deliverables 7, 9, 10 and 14 provided the 

partners with the overall project status and a consolidated overview of the budgetary situation. 

Deliverable 13 was a public document on the project results. 

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378 


Acronym: INMARE 

Name of proposal: Technologies and Methodologies for Safe, Environmentally Friendly and Effi cient 

Shipping Operations of the Future 












Website: 


http://www.inmare-fp6.com 

Coordinator: Ing. Balzano Giuseppe 

Consorzio Armatori per la Ricerca S.r.l.(Italian Shipowers Research Consortium) 

Via De Guevara,17 

E-mail: 

IT 80059 Torre del Greco (Naples) 

consar@consar.net 

Tel: +39 0818492629 

Fax: +39 0818826194 

Partners: Norwegian Shipowncrs’ Association NO 

British Maritime Technology Limited UK 

Marine Technology Centre NO 

Technische Universitat Berlin DE 

Carnival Corporate Maritime Aff airs UK 

TEEKAY Norway AS. NO 


Satellite Observing Systems UK 

DANAOS MANAGEMENT CONSULTANTS LTD. GR 

Deiulemar Compagnia di Navigazione S.p.A. IT 

Services for Maritime Management SEMA2 IT 

University of Strathclyde (SSRC) UK 

Confederazione Italiana Armatori IT 

CNR-Istituto di Studi sui Sistemi Intelligenti perl’Automazione IT 


Polish Shipowners’ Association PL 


ASSOCIACAO DE ARMADORES DA MARINHA DE COMERCIO PT 

European Community of Shipowners Association BE

POP&C 

Pollution Prevention and Control-safe 

Transportation of Hazardous Goods by 

Tankers 

The consequences of tanker accidents are often catastrophic, as can be vividly 

attested by the recent disasters of the Erika and Prestige , raising the issue of oil 

spills to the highest priority for the EU community. The POP&C project aims to 

address this issue head on by focusing on prevention and mitigation in ship design 

and operation for existing and new vessels. 

Background 

Stricter international regulation enacted in the early 1990s and advances made in design and safe operation 

of tankers saw a signifi cant improvement in the tanker industry safety record. According to The International 

Tanker Owners Pollution Federation, oil pollution from tankers for the period 1997-2003 was only 25% of 

the pollution for the period 1990-1996. The total number of reported tanker incidents with pollution for the 

period 1997-2003 was only 37% of the fi gure for the period 1990-1996, while at the same time the total oil 

trade had increased by 15%. Two particular accidents, though, detracted from the tanker industry’s good 

record. The cause and eff ect of the Erika (1999) and Prestige (2002) incidents, with their heavy oil cargoes 

causing extensive pollution on European shores, have had major political, social and economic implications. 

Single hull tankers are gradually being phased out, according to the International Maritime Organisation’s 

global regime, but last year Europe went beyond international regulations and implemented a unilateral 

accelerated phase-out, which has since led to the international phase-out being accelerated too. The control 

system for tankers has also been tightened up at the same time as the industry itself has taken initiatives 

to ensure that the structural integrity of tankers is maintained to good standards throughout the life of the 

ships. 

This STREP proposal addresses the scientifi c, technological and wider societal and policy objectives of the 

Sustainable Surface Transport thematic priority, and particularly by increasing the safety of waterborne 

transport, through integrating technologies for driving, piloting and manoeuvring assistance to improve 

safety and maximise the eff ective capacity of the infrastructure, including the secure transportation of 

hazardous goods (Research Domain 4.11). The consortium comprises prime protagonists in the area of 

maritime safety in Europe and is organised to provide all the complimentary capabilities (the partners 

represent all industry sectors) that are necessary to satisfy the project objectives. 

Objectives 



The specifi c objectives include: 

• developing a risk-based methodology to measure the oil spill potential of tankers 

• developing a risk-based passive pollution prevention methodology (design and operational lines of 

defence) 

• developing a risk-based, active, post-accident pollution mitigation and control framework. 

The POP&C project proposes to deliver a framework and suitable tools for a methodological assessment of 

risk to be undertaken to provide a rational basis for making decisions pertaining to the design, operation 

and regulation of oil tankers. Such support can be used to make more informed decisions, which will in turn 

contribute to reducing the likelihood and severity of future oil spills. 

379

380 



The objectives will be achieved by identifying and ranking critical hazards such as collision and grounding, 

fi re and explosion and structural failure (WP2), leading to estimates of probability of capsizing/sinking from 

loss of stability or structural failure (WP3, WP4), which combined with estimates of consequences within a 

risk-based framework will provide a pollution risk (WP5). 

Risk reduction through preventative measures (WP6) and post-accident mitigation and control measures 

such as decision support tools, human-machine interface and safe refuge (WP7) will also be developed. 

Deliverables include pollution risk methodology and assessment tools, decision-support tools for pollution 

prevention and crisis management, and design and operational guidelines for containment of pollution risk. 

Results 

There are currently no exploitable results to publicise. 

A number of publications can be obtained through the project website: http://www.pop-c.org 

Keywords: Pollution prevention, environmental risk assessment, 

maritime safety, tanker design and operation 

the stress distribution on deformed confi guration; after 30th 

calculation steps 


The infl uence of regulations on the safety record of the AFRAMAX tankers 


MT Prestige accident 

the mesh showing collision damage extent for a scenario 

MS Access base POP&C tanker accident data-base 


POP&C

Acronym: POP&C 

Name of proposal: Pollution Prevention and Control-safe Transportation of Hazardous Goods by Tankers 



Total cost: 2,204,873 € 









Website: 


http://www.pop-c.org 

Coordinator: Dr Aksu Seref 

INTERTANKO 

100 Montrose Street 



E-mail: 

UK G4 0LZ Glasgow 

admin@pop-c.org 

Tel: +44 (0)141 5484832 

Fax: +44 (0)141 5484784 

Partners: University of Strathclyde UK 


SIREHNA FR 

Center of Maritime Technologies e.V. DE 


Stocnia Gdynia S.A. PL 

Maritime Simulation Rotterdam b.v. NL 

LLoyds’s Register UK 

NAVANTIA ES 



Herbert Software Solutions - Europe Ltd UK 

Souter Shipping Ltd UK 


IMO (International Maritime Organisation) WW 

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SAFECRAFTS 

Safe Abandoning of Ships - Improvement 

of Current Lifesaving Appliances Systems 

The project is aiming to realise innovative and proven evacuation craft concepts to 

increase passenger safety substantially during an emergency at sea. It addresses 

the assessment procedures and generates novel concepts in order to increase the 

reliability of ship rescue. 

Background 

A tendency to develop passenger vessels carrying more than 5 000 passengers can be foreseen. A major 

calamity, such as fl ooding or fi re, would have catastrophic consequences and special focus should be given 

to the means of rescue. Little scientifi c evidence is available on the eff ectiveness of ship evacuation craft in 

realistic conditions. No technical evidence seems to be available on the performance of the rescue system, 

i.e. hardware and procedures/management. Analysing the rescue process as a whole and considering nonconventional 

measures might increase the eff ectiveness of safety investments and save space aboard ship. 

Moreover, the success rate will improve dramatically. Model-scale and full-scale tests of novel rescue system 

concepts under extreme weather conditions will be required and a full-scale test prototype will be developed 

in order to obtain evacuation success rates. 

Passenger transportation by sea or inland is important for many European citizens, living an average distance 

away from waterways of about 50 km. 

Europe is the market leader when it comes to capital investment in passenger ships and ferries throughout the 

world. By taking the lead in improving human safety and by providing standards for all lifesaving appliances 

in Europe, we can strengthen our position and maintain our infl uence on the market. 

Objectives 

The objective is to provide an improvement in safety for the evacuation system in terms of passenger/crew 

survivability by conceptual improvements of current lifesaving appliances (LSA). 

This project is concentrating on the rescue process by both quantifying the performance of ship evacuation 

craft and improving the concept of reaching the rescue vessel in a safe and reliable manner. The challenge 

is to exploit a fi rst principles approach (regarding hydromechanics, mechanics and human behaviour) in the 

design of rescue systems for passengers, addressing both the hardware and the procedures. 

The project takes the two major aspects into consideration: 

a. Passenger performance 

Performance of passengers under an evacuation can be characterised by parameters which can quantify 

passenger abilities. Examples are the ability to climb/descend or the ability to survive violent motions 

during a lifeboat launch. 

Psychological aspects related to passenger behaviour are considered in a pragmatic fashion. 

b. Hardware performance 

The evacuation hardware can also be characterised by physical parameters, but now with respect to 

what is required from passengers in order to successfully use the hardware, e.g. height of the steps to 

be taken for boarding a lifeboat, including the eff ect of motions.


The project focuses on researching current evacuation craft, and the development of new concepts and 

assessment and testing of their life-saving performance. The complete rescue process will be investigated 

from abandoning the ship until leaving the survival craft on a safe refuge area. 

The following steps will be taken: 

1. Identify appropriate parameters to assess the performance of evacuation systems in a quantitative 

fashion 

2. Identify and modify calculation tools to predict evacuation hardware performance in terms of physical 

circumstances to which passengers will be subjected, as well as mechanical reliability 

3. Acquire well-documented and reproducible test data on physical performance which can be expected 

from passengers 

4. Acquire well-documented and reproducible test data on characteristics of existing evacuation 

hardware 

5. Use data from tests on existing hardware to modify and tune the calculation tools 

6. Generate new evacuation concepts 

7. Predict the characteristics of these concepts with relation to physical circumstances to which passengers 

will be subjected when using these new systems, as well as mechanical reliability 

8. Build a demonstrator of the most promising concept and put it to the test. 

Results 

The following results will be achieved: 

1. A method to assess overall reliability and eff ectiveness of rescue systems for passenger vessels, 

integrating available methodology from earlier studies on specifi c subjects of the rescue process 

2. Potential improvements for existing 

systems and their expected eff ectiveness, 

supported by theoretical and experimental 

assessment 

3. Innovative ship evacuation concepts 

including their expected eff ectiveness, 

supported by theoretical and experimental 

assessment 

4. An application of an equivalent design 

clause under the SOLAS (International 

Convention for the Safety of Life at Sea) 

provision for the innovative LSA concept. 

The aim is to prove attained safety levels 

acceptable to the EC. Stated safety levels must 

be supported by sound scientifi c evidence. In 

this respect, physical model tests and full-scale 

tests will play a decisive role. 

Keywords: Ship, passenger, evacuation, 

craft, lifeboat, raft, rescue, LSA, 

SOLAS 



Boarding of rescue platform from a raft 

383

384 


Acronym: SAFECRAFTS 

Name of proposal: Safe Abandoning of Ships - Improvement of Current Lifesaving Appliances Systems 



Total cost: 5,076,560 € 









Website: 


http://www.safecrafts.org 

Coordinator: Mr de Vries Leo 

TNO - Netherlands Organisation for Applied Scientifi c Research 

Van Mourik Broekmanweg 6 

E-mail: 

NL 2628 XE Delft 

Leo.devries@tno.nl 

Tel: +31 (0)15 276 3373 

Fax: +31 (0)15 276 3021 

Partners: British Maritime Technology Ltd UK 

Ship Design and Research Centre PL 


SIREHNA FR 

Ustica Lines Spa IT 


Fr. Fassmer GmbH & Co. KG DE 

Viking Life-Saving Equipment A/S DK 


RINAVE - Registro Internacional Naval PT 


Gdansk University of Technology PL 


University of Strathclyde, The Ship Stability Research Centre UK 

Holland America Line NL 

Flensburger Schiff bau-Gesellschaft DE 

Carnival UK



SAFEICE 

Increasing the Safety of Icebound 

Shipping 

SAFEICE aims to create a scientifi c basis for ice class rules (ship-hull strength) 

and for placing requirements on ice classes. The project will be carried out with 

the participation of universities, maritime authorities and European, Canadian and 

Japanese marine research institutes. The partners represent the vertical chain 

from basic research into implementing the ice rules and enforcing safety at sea. 

Background 

The ice cover present on many northern sea areas poses many diffi culties for shipping. The sea ice creates 

a much higher resistance to motion than that encountered in open water. Thus the ships navigating in ice 

must have a much higher performance level (propulsion power, manoeuvrability) than ships navigating 

only in open water. Ice also causes high loads on the ship hull and machinery – much higher than those 

encountered in open water. The ultimate result of the ice load may be a rupture of the ship’s hull leading to an 

environmental accident or, at worst, a total loss. The winter of 2003 in the Baltic was more severe than a longterm 

average winter – and defi nitely more severe than the previous ten winters – and many ship damages 

and minor accidents occurred, for example the collision of two ships, due to ice. Propellers and rudders were 

damaged and several cases of severe damage on ships’ hulls occurred – some of these resulted in the hulls 

being ruptured. The present project is concerned with the ice loads and safety of ships in ice, but also in the 

terms of how a better performance in ice can reduce the risks. 

The design of ice-strengthened tonnage is controlled by ice rules. For the Baltic and more generally for sea 

areas where only fi rst year ice exists, the Finnish-Swedish ice class rules are applied widely. Most classifi cation 

societies have also adopted these as their Baltic ice class rules. 

Objectives 

The basis for the required ice class is not clearly defi ned. This leads to confusion and a potential hazard for the 

safety of shipping, as experience from the Baltic shows when non-ice-strengthened vessels were allowed to 

enter the eastern Gulf of Finland through heavy ice. 

The randomness of ice loads means that some way to treat the design question must be developed (as stated 

above). The irregularity of ice loads also has an implication on the design point. 

The project aims can be summarised as: 

• decreasing the environmental and material risks of shipping in ice-covered waters by creating a 

unifi ed basis for winter navigation system for fi rst-year ice conditions including the methods to get 

the required ice class 

• developing semi-empirical methods based on measurements and advanced theoretical models to 

determine the ice loads on ship hulls and relate these to the operational scenarios and ice conditions 

• developing ship-ice interaction models and stochastic methods to assess the design loads on the 

ship’s hull. 

The outcome is a description of load level versus ice and operational parameters. 

• creating a framework to develop design codes and regulations for a plastic design basis for icebound 

ships. 

385

386 



The fi rst step in the SAFEICE project is to bring together earlier ice load measurement results. Analysis of 

these results will give an idea of the design for the ice-load level of diff erent ships in diff erent sea areas. The 

measured data will be arranged into a common database. The database will be designed so that diff erent 

measurements are comparable with each other and that results from diff erent ships can be combined. The 

analysis of diff erent data sets gives a picture of data gaps that each measurement contains and those that 

need to be covered with additional measurements in certain sea areas or in certain ice conditions in the 

future. With an increased knowledge of the ice loading process it is possible to conduct better-arranged 

measurements and more realistic ice-load models. The data and load prediction tools can be used for 

validation of theoretical ice-load calculation models. Based on the analysis and database it is possible to 

develop theoretical and statistical models from ice-load calculations. These results can be then used when 

load responses are calculated. As a result, the risk level of ice damage can be estimated. The acceptable risk 

level is then defi ned by society and can be implemented into ship design, for example, via ice class rules. 

Results 

The extensive compiled database of ice loads and ice damages worldwide enable reliable verifi cation of the 

developed ice load calculation models and can also be used in the future for similar purposes. This is the 

fi rst time in the history of ice research that the expensive full-scale data from EU-countries (Finland, Sweden, 

Germany), Japan and Canada have been combined into a common resource. 

Conducted model scale tests of ice navigation and related ice loads enable comparison of the loads on a 

conventional size and large ice-strengthened tanker and give valuable data for the development of future 

ice class rules for the Baltic Sea, especially to determine proper ice load levels for the large tankers navigating 

more frequently to Russian ports within the Gulf of Finland 

Based on the data from full scale and model testing, analysis of the ice damages on the hull and extensive 

theoretical modelling of ice-induced load a synthesis has been developed for a good design basis for icestrengthened 

ships navigating in the Baltic Sea. This will form the starting point for the development of the 

new ice rules for Baltic Sea, this work will be initiated by Finnish and Swedish Maritime Administrations in 

early 2007. 

The systematic analysis of the risks related to the ships navigating in ice enable guidelines development 

for safe ice operation practises including both icebreaker and assisted ice strengthened ships operation 

principles. This can be use e.g. to educate future offi cers onboard ships navigating in ice in the Baltic Sea. 

The wide Safeice colaboration between almost all nations operating ships in ice works toward a common 

understanding of these conditions and perhaps an eventual vision for a unifi ed international ice classifi cation 

standard. 

Keywords: Safety, ice load, winter navigation 

A second ship in compressive ice in the Baltic Sea 

Finstaship

Acronym: SAFEICE 

Name of proposal: Increasing the Safety of Icebound Shipping 



Total cost: 2,175,226 € 









Website: 


http://www.tkk.fi /Units/Ship/Research/SafeIce/Public/ 

Coordinator: Prof. Kujala Pentti 

Helsinki University of Technology/Ship Laboratory 

Tietotie 1 



E-mail: 

FI 02015 TKK Espoo 

pentti.kujala@tkk.fi 

Tel: +358 (0)94513484 

Fax: +358 (0)94514173 

Partners: Chalmers University of Technology SE 

Finnish Maritime Administration FI 



National Maritime Research Institute JP 

National Research Council Canada CA 

Swedish Maritime Administration SE 

Tallinn Technical University EE 

Arctic and Antarctic Research Institute RU 

387

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SAFETOW 

Strategic Aid for Escort Tugs at Work 

SAFETOW will provide masters of disabled vessels and masters of salvage and 

escort tugs with support tools, which will enable them to take decisions in real time 

with the best available information regarding the consequence of their actions. 

Background 

Between January 1992 and March 1999, a total of 593 merchant ships were lost. If SAFETOW had been 

available there is quite a good probability that, in many of these cases, the accidents would have been 

avoided. For instance, in the Amoco Cadiz accident, if action had been taken early enough to control the drift 

this would have prevented the grounding of the ship and the spilling of 227 000 tons of crude oil, with a cost 

of about €282 million. If SAFETOW is able to prevent even one such disaster in the future it will have paid 

back many times over the investment being proposed. From the point of view of commercial exploitation, we 

are forecasting a turnover of around €20 million over the fi rst three years following the end of the project, of 

which we would expect well over €10 million to be profi t. The consortium includes a ship owner association 

(CONSAR), a port authority (Gijon), one of the world’s major salvors (SMIT Salvage), a supplier of shipboard 

navigational systems (STN ATLAS Marine Electronics), a salvage association and supplier of manoeuvring 

simulators (BMT), a classifi cation society (Bureau Veritas) and an academic institution (the Universities of 

Glasgow and Strathclyde). 

Objectives 

The overall objective of this project is to: 

a. provide masters of vessels with tools to help them control their vessels if they become disabled and 

b. provide masters of salvage and escort tugs with tools which will enable them to take decisions in real 

time with the best available information regarding the consequence of their actions. 

The project encompasses an experimental programme which collects manoeuvring data, including 

collaborative manoeuvring with more than one tug. This data will be analysed and used as a basis of validation 

for the simulation software. The software will then be integrated with the vessels’ bridge systems to provide 

real-time help and decision support, training capability and monitoring. 


SAFETOW builds on innovative technologies to develop easily parameterisable modular solutions for 

• a manoeuvring aid 

• a towing aid 

• a lines monitor . 

The manoeuvring aid is aimed at tankers and will advise the disabled ship on the likely results of any 

manoeuvre (or lack of). Even when a ship is disabled there are a few actions available to it which will have an 

eff ect on the way it is drifting. It is, however, essential to forecast accurately the consequences of any such 

action so as to be sure of taking the appropriate decision. The manoeuvring model will be able to predict the 

drift mode accurately and it will also make suggestions about the most advisable course of action. 

The towing aid is aimed at escort and salvage tugs. It will have a full model of the tug plus confi gurable and 

easily parametrisable models of the towed vessel and other involved tugs. This will allow the manoeuvring 

model of the whole tug plus the disabled tanker system to be put together in real time out of pre-existing 

models and a few basic parameters.

The lines monitor will assist the tug crews in determining whether the towing equipment is being stressed, 

which is usually a sign of problems in the towing confi guration. 

The accuracy of all these models will depend to a great extent on the quality of the data. An experimental 

programme will be run to collect high quality. 

Results 

The experimental programme has been run and the system components have been created and tested as 

stand-alone products. The work of the fi nal year will cover the full validation of the integrated system. 

Keywords: Salvage, safety 

Acronym: SAFETOW 

Name of proposal: Strategic Aid for Escort Tugs at Work 



Total cost: 2,237,813 € 









Website: 


http://www.bmtproject.net/safetow/ 

Coordinator: Mrs Gyngell Jenny 

British Maritime Technology Ltd 

Goodrich House, 1 Waldegrave Road 



E-mail: 

UK TW11 8LZ Teddington 

jennyg@bmtech.co.uk 

Tel: +44 (0)20 8943 5544 

Fax: +44 (0)20 8977 9304 

Partners: SMIT Salvage BV NL 

AUTORIDAD PORTUARIA DE GIJON ES 

STN ATLAS Marine Electronics GmbH DE 



Consorzio Armatori per la Ricerca S.r.l (Italian Shipowners Research Consortium) IT 

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ADOPT 

Advanced Decision-support System for 

Ship Design, Operation and Training 

The ADOPT project will focus on optimising safety by the development of a 

system that senses the environment of a real situation, predicts the ship’s motion 

accordingly and, based on this data, calculates the actual risk of operating the ship 

in any given situation. 

Background 

Modern ship types are developing rapidly. Consequently, the experience gained by a crew on a certain ship 

does not necessarily apply to another vessel, even to vessels of the same ship type. Situations have been 

reported where vessels have entered dangerous situations without any warning. 

With today’s modern ship types, the captain and his crew can be faced with ‘new’ phenomena like parametric 

excitation and pure loss of stability. Generally, guidance on how to identify such problems and resonance is 

not available or appropriate, mainly due to the highly non-linear roll motion and lack of development (i.e. 

the means to use the theoretical knowledge for practical application). Also phenomena like slamming and 

excessive vertical accelerations at the bow are not simple to detect on large modern ships. 

Recent data proves that commercial losses and loss of life can potentially be reduced by introducing this kind 

of decision support system. Losses pertinent to the motion of ships in heavy seas recorded from April 2005 

until March 2006 are 43 lives and an estimated € 100 million. (Source: www.janmaat.de) 

Objectives 

Creating a risk-based system that will assist the captain in deciding safe and effi cient ship handling with 

respect to the motions of an intact ship in severe seas, based on the risks arising from: 

• the identifi ed hazards and their formulation of limit states 

• the actual sensed environmental situation 

• the ship’s condition 

• the ship’s behaviour 

• the expected sea state on all possible courses 

• the prediction of ship motions on all these courses caused by the prevailing conditions, etc. 


• Development of a toolbox for sensing the environment, prediction of ship response, and support for 

decision-making and selection of appropriate risk control options; 

• Development of interfaces for the interaction of the developed toolbox with existing systems; 

• The integration of the predicted ship response with on-board monitoring devices and enabling these 

combined systems to predict the ship’s response accurately; 

• Presenting relevant information on predicted sea-keeping behaviour and risk control options to the 

captain in real-time;

• Development of interfaces for operational use, use in design and approval, and use in training; 

• Development of a user display, which is actually able to communicate the relevant parameters and 

their real meaning to the crew, especially in extreme conditions; 

• Interfacing with available systems on the bridge (GPS, radar, ECDIS, etc.); 

• Validation of the usability of the system in (simulated) extreme conditions in a full mission simulator to 

evaluate and improve usability; 

• Validation of the developed DSS using full-scale measurements. 

Results 

After its fi rst year, the ADOPT project achieved a clear understanding of the tasks at hand. This was done by 

performing a hazard identifi cation session on the motions of intact ships without a digital satellite system 

(DSS), identifying the most critical scenarios being subject to a DSS. Another session was performed on ships 

having a DSS onboard, identifying the potential hazards resulting from a DSS. 

The fi ndings from these sessions were further structured and, together with additional information, put into 

a stakeholder requirement specifi cation. This document forms a solid basis for future developments. 

The work on decision criteria clearly indicates that economic interests of an owner and an operator are 

expected to put more stringent limitations on ship operations than safety concerns. 

All disciplines involved in the development of the ADOPT DSS, which are oceanographics, numerical 

simulation of the motions of intact ships, description of permanent and varying ship data, and man-machineinterface, 

reviewed the state of the art and put these in the context of ADOPT. Focus was put on sources of 

uncertainties in the respective data. This provides ADOPT with a solid basis for its work in the next reporting 

period, where the respective details will be covered. 

The full-scale measurement campaign, which ran over the winter season, provided the consortium with 

valuable data on ship motions of state-of-the-art Ro-Ro vessel in a relevant environment. 

Heavy seas seen from the bridge 

Developing technologies to acquire 

and predict information on infrastructure conditions and parameters 

http://tv-antenna.com/heavy-seas/3/ 

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392 


Acronym: ADOPT 

Name of proposal: Advanced Decision-support System for Ship Design, Operation and Training 



Total cost: 2,950,470 € 








Research domain: Developing technologies to acquire and predict information on infrastructure 

Website: 

conditions and parameters 

http://adopt.rtdproject.net 

Coordinator: Tellkamp Jan 

Flensburger Schiff bau-Gesellschaft mbH & Co. KG 

Batteriestr. 52 

E-mail: 

DE 24939 Flensburg 

jt@fsg-ship.de 

Tel: +49 (0)461 4940 502 

Fax: +49 (0)461 4940 217 

Partners: Det Norske Veritas AS NO 

GKSS Forschungszentrum Geesthacht GmbH DE 

OceanWaveS GmbH DE 



DFDS A/S DK 

Technische Universität Hamburg-Harburg represented 

by TUHH-Technologie GmbH DE 



Uniresearch NL

INTRO 

Intelligent Roads 



The INTRO project aims to address the problems of road safety and capacity by 

combining sensing technologies and local databases with real-time networking 

technologies. This will improve both road safety and capacity by providing rapid 

feedback on emerging problems to maintenance authorities and road users. 

Background 

Over 42 000 road users are killed in European Union countries annually and around 3.5 million are injured. This 

accounts for annual costs of over €160 billion, not counting the pain and suff ering of victims and their relatives. 

Recent studies in one EU Member State show that, since 1980, crash safety improvements have reduced 

causalities by 15%, drink/driving measures by 11% and road safety engineering improvements by 6.5%. 

There is clearly considerable untapped potential for a much greater reduction in casualties through adding 

intelligence to road infrastructure. 

Even without safety improvements, European countries are experiencing ever-increasing maintenance costs to 

keep the road network in a good and safe condition. The reasons for this are increased traffi c volume combined 

with accelerated damage to pavements due to increased gross weights and evolution of load confi gurations of 

heavy goods vehicles. With the demand for increased freight transport increasing substantially, this situation 

will get worse instead of better unless new approaches can be found to increase the capacity and improve the 

maintenance through added intelligence to existing roads rather than building new roads. 

In these circumstances, the target set by the EC of a 50% reduction in road deaths by 2010 is ambitious and a 

major challenge for the road research community, as well as the road authorities and operators. 

An innovative integration of existing sensor and communication technologies with road infrastructure is one 

way of reaching the twin goals of increased safety and increased capacity. For a relatively small cost, signifi cant 

‘added value’ can be obtained from existing infrastructure, achieving a cost-eff ective solution to the problem. 

Objectives 

The INTRO project will focus on the following main objectives: 

• applying and combining existing and new sensor technologies in a holistic way in order to increase 

capacity and safety signifi cantly, as well as improving the well-being of road users 

• make combined use of real-time network technologies, road databases and sensor technologies in order 

to create timely and localised information of the infrastructure, improving both road safety and capacity 

• aggregate and visualise information in order to optimise the road user’s needs as well those of the road 

operator and road authorities. 

A challenging and promising fact is that a large amount of sensor/data input is already available: road surface 

databases, in situ sensors in road pavements and bridges (WIM, strain gauges, optical-fi bre technologies, etc) 

as well as an increased number of in-vehicle sensors developed by the car industry. 


Three technical strands of research will be conducted: 

• Surface safety monitoring: 

- integration and testing of real-time warning systems at network level to achieve a signifi cant decrease 

in the number of accidents due to ‘surprise eff ects’ from sudden local changes in weather resulting in 

low friction and hence skidding 

- increasing drivers’ attention to low road friction by only a few percent may result in signifi cantly 

higher reduction of accident rates due to its non-linear relationship 

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- Europe’s most advanced driving simulator will be used to optimise driver responses to new types of 

information. 

• Traffi c and safety monitoring: 

- combination of diff erent sensor data will enable the estimations of entirely new real-time safety 

parameters and performance indicators to be used in traffi c monitoring and early warning systems. 

• Intelligent pavement and intelligent vehicles: 

- innovative use and a combination of new and existing sensor technologies in pavements, bridges 

and vehicles in order to prevent accidents, enhance traffi c fl ows and signifi cantly extend the lifetimes 

of existing infrastructure 

- a prolonged lifetime of high capacity roads could thus be obtained using novel methods for early 

warning detection of deterioration and damage to road surfaces. 

Results 

Deliverables: 

• Consolidated state of the art focused on the scope of INTRO and focused needs across Europe 

• Report on scenarios, structure and potential short-term trends 

• Report on implementation strategies 

• Model for estimating expectable stopping distances 

• Report on the simulator study, including evaluation of impact on safety and drivers 

• Data model for road safety-related data 

• Report on technical implementation and users’ feedback 

• Demonstration of methods for the measurement of condition using probe vehicles 

• Report on the assessment of methods to identify pavement conditions using current and novel in situ 

sensors 

• Report on the use of combined probe vehicle and in situ measurements. Proposals for best practice 

implementation 

• Traffi c indicator needs: single source and data fusion estimation models 

• Integration of weather eff ects for traffi c indicators forecasting 

• Safety indicators needs: simulation-based and fi eld-based models 

• Creation of a website 

• Report on the launch workshop held in June 2005 

• Report: A Vision of Intelligent Roads 

• Final summary report 

• Project quality assurance plan 

• Project mid-term report 

• Project fi nal report 

Exploitable product(s) or measure(s): 

• guidelines and recommendations for ITS deployment use in future standards 

• implemented data model combining static and dynamic skid warnings 

• new use of in situ sensors and probe cars 

• new methods for data fusion and travel time estimations 

Sectors: 

• road authorities 

• ITS service providers 

• traffi c management 

Keywords: Sensors, in situ , pavement, data fusion, ad hoc networks, friction estimation, intelligent 

infrastructure

Acronym: INTRO 

Name of proposal: Intelligent Roads 



Total cost: 3,496,456 € 






Sector: Road 



Website: 


http://intro.fehrl.org 

Coordinator: Dr Walivaara Bengt 

Swedish Road and Transport Research Institute 

Olaus Magnus väg 35 



INTRO aims to provide driver and road operator of accurate, 

real-time information of road safety and traffi c conditions, 

using traffi c data as well as pavement and vehicle sensors. The 

fi gure illustrates a possible warning system for sudden onset of 

slippery road sections due to adverse weather condition. 

E-mail: 

SE 581 95 Linköping 

bengt.walivaara@vti.se 

Tel: +46 (0)13 204208 

Fax: +46 (0)13 141436 

Partners: I.S.I.S Ingénierie des Systèmes d’Information et de Sécurité S.A. FR 



Laboratoire des voies de circulation; Ecole polytechnique fédérale de Lausanne CH 

Forum of European National Highway Research laboratories BE 

Rigobert Opitz Consulting & Engineering DE 

TSS-Transport Simulation Systems S.L. ES 


PRISMA solutions EDV-Dienstleistungen GmbH AT 

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MISS 

Monitor Integrated Safety System 

MISS aims to develop an innovative platform to dynamically sense and predict 

natural and infrastructure conditions. This project wants to increase the safety of 

both citizens and operators by enabling a just-in-time intelligent computation of an 

open dynamic road surveillance network. 

Background 

The MISS project aims at fulfi lling an objective of the Sustainable Surface Transport Priority – “Objective 4: 

Increasing road, rail and waterborne safety and avoiding traffi c congestion”. More specifi cally it focuses on 

the Road Safety Strategies issue. Currently, more than 40 000 people are killed every year on EU roads and 

under 1 000 in other modes of transport. The short-term strategic objective of the Community is to halve the 

number of fatalities by 2010. The medium-term objective for MISS is to cut the number of persons killed or 

severely injured by around 50% by 2010. To be eff ective, road safety policy and the supporting research must 

target the human, the vehicle and the infrastructure environment. In addition, the interaction between these 

elements must be considered, as well as the acceptability and cost-eff ectiveness of the proposed measures in 

a wider socio-economic context. Research should devise the economic mechanisms necessary to reward the 

introduction of advanced technologies with a view to their overall safety benefi ts, instead of the defensive 

approach taken today to avert possible liability risks. 

Objectives 

The main objective of the MISS project is building a Unifi ed Operative Centre (UOC), aimed at improving 

vehicle safety and mobility. This Unifi ed Operative Centre has to support and integrate the activities of 

diff erent structures at provincial level. It will manage the road monitoring activity of these organisations: 

the urban police, the civil protection and the road services. We estimate that each entity will improve its 

effi ciency, starting from these operational points: 

• defi ning some guidelines to coordinate the institutional working activities 

• integrating the communication and eff ort among the operators and vehicles of the three entities. 

By building on these points within the UOC we will: 

• tie together the three entities, improving their administrative and operational processes 

• guarantee effi ciency and eff ectiveness when managing events 

• satisfy the optimisation needs of resources on the ground and inside the operative centre 

• extend the road safety among citizens and throughout the area. 

The UOC will support the operational, planning and policy decisions to extend road knowledge, using 

information technology tools to store and extract all the information needed. It will also support the 

prevention and forewarnings of the events, analysing all the basic aspects.


The MISS project is being developed along two main parallel but co-related lines: 

• establishing and demonstrating an innovative and co-operative platform aimed at controlling road 

infrastructures and transport operations 

• setting the basis for eff ective demonstration and exploitation. 

Work Package (WP) 2 will fully identify the user requirements and the potential service scenario provided by 

test users with the support of UNIUD, CERTH, AUTH, CTL and CRF. 

WP3 and WP4 are cascaded work packages aiming at establishing the system infrastructure design and 

develop the components and the services needed to improve the effi ciency of transport operations. 

In WP5, the user feedback, gained from collecting extensive data, will be mastered by the coordinator 

(PROBO). Meanwhile the validation outcome will be gathered and analysed by the other two public partners 

(SAAR and BVG together with BLIC), so that value and strength are added to the effi ciency of our adopted 

solution. 

In WP6, industrial exploitation will play a role in selecting the market and the appropriate distribution 

channels. The legal framework will play a fundamental role for the exploitation stages later on. 

WP7 will include participating in public events, taking input from the results of WP5 and WP6. For details, 

please refer to the dissemination plan. It will be mainly managed by SRM, COI and CTL. 

Results 



The Monitor Integrated Safety System (MISS) is an integrated platform of sensing, communication, and 

algorithmic designs that can collect, process and disseminate information on roadway hazards. Specifi cally, 

the MISS platform will consist of: 

1. Innovative onboard vehicle-based detection kit (MSCU). 

2. Existing communication technologies (via a GPRS or TETRA network) to transmit the detected 

information to a UOC; the same network will be used by the vehicles to receive information. 

3. A geo-reference database to store this information as raw data on a geo-coded network. 

4. Advanced algorithms to fuse the detected real-time data gathered by several organisations with 

static infrastructure and historical traffi c and control information, In addition, dynamic route planning 

algorithms will be developed specifi cally for emergency vehicles (police, fi re department, emergency 

medical services, hazardous materials response, towing services, etc.) to and/or from the scene of an 

incident. 

5. Intelligent communication schemes to allow targeted information dissemination to clerical staff and 

drivers, based on their location and projected route (they will be informed if they are likely to use the 

problematic area), thus avoiding problems with information overloading. 

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Acronym: MISS 

Name of proposal: Monitor Integrated Safety System 



Total cost: 2,989,046 € 






Sector: Road 



Website: 


http://www.missproject.net 

Coordinator: Dr Luminasi Pietro 

Province of Bologna 

Via Malvasia, 4 

E-mail: 

IT 40131 Bologna 

pietro.luminasi@nts.provincia.bologna.it 

Tel: +39 0516598231 

Fax: +39 0516598693 

Partners: M-SYSTEMS Flash Disk Pioneers IL 

REGULUS IT 

Centre for Research and Technology Hellas/Hellenic Institute of Transport GR 

SINTRA S.p.A IT 


University of Udine IT 

Landeshaupstadt saarbruecken IKS DE 

Aristotle University of Thessaloniki GR 

BVG - Berliner Verkehrsbetriebe DE 

stowarzyszenie Miasta w Internecie PL 

SRM - Reti e Mobilità SpA IT 

KM & AZ Cyprus Transport Logistics Ltd CY



REACT 

Realising Enhanced Safety and Effi ciency 

in European Road Transport 

The REACT project represents a breakthrough towards the long-term vision of 

signifi cantly reducing traffi c deaths and improving the transport infrastructure’s 

effi ciency. REACT will sense natural and infrastructure conditions within and near 

each equipped vehicle. By using mobile vehicle sensors, REACT will ultimately 

cover all roads, and not just interurban routes where existing traffi c management 

systems tend to be located. 

Background 

Transport by road is considered the most dangerous and costly of all modes of transport, in terms of human 

lives. Approximately 49 000 people die every year on the roads of European Union countries. 

Moreover, the diff erent growth speed of European cars and trucks compared to road infrastructure 

development (nearly always insuffi cient and inadequate), and the increasing need for passenger and freight 

mobility, result in a complex traffi c congestion problem, more pronounced in high population areas. The 

effi ciency decrease produced by road transportation congestion represents 11 billion hours of delay for 

European Union motorists. 

Today, some urban and interurban areas have traffi c management and advice systems that collect data 

from stationary sensors, analyse them, and post notices about road conditions ahead with recommended 

speed limits on display signs located at various points along specifi c routes. However, many other urban and 

interurban areas do not have such traffi c management systems, and they are virtually non-existent on rural 

routes. With rural road crashes accounting for more than 60% of all road fatalities in OECD (Organisation for 

Economic Co-operation and Development) countries, the need for a system that can cover rural roads is 

compelling if a signifi cant reduction in traffi c deaths is to be achievable. 

Objectives 

REACT will equip vehicles with sensors to give information on natural and infrastructure conditions. ‘Natural’ 

refers to weather and atmospheric conditions aff ecting travel, and can include the natural condition of the 

driver. ‘Infrastructure’ conditions refer to vehicle speed, road congestion, road surface condition, etc. The 

goal is to monitor natural and infrastructure condition variables that are believed or statistically proven 

to infl uence safety and effi ciency. By using mobile rather than stationary sensors, the information can 

be collected for all relevant routes, subject to the capacity of the communications system – and not just 

those where the stationary sensors happen to be located. Also, while the stationary sensors now measure 

traffi c conditions, REACT’s mobile sensors would include important natural and infrastructure conditions 

that are clearly quite infl uential on safety: visibility, road friction, traffi c fl ow and vehicle speed. Over time, 

other natural conditions such as temperature and precipitation, and other driver measures, such as unusual 

steering wheel movements, could be added. 

The analysis of the traffi c conditions and safety risks of diff erent routes can only be done in a central server 

that collects and analyses data coming from a large number of geographically distributed vehicles. 

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REACT has key advantages over current systems: 

• it has mobile rather than stationary sensors, which cover all routes where vehicles travel 

• it measures relevant natural as well as infrastructure conditions 

• it gives customised, model-based recommendations transmitted to individual vehicles. 

Where a regional traffi c management system is operating, REACT will be coordinated with the regional 

system and come under its control. On rural roads and other routes where a regional traffi c management 

system is not present, REACT’s central server will control messages sent to individual vehicles. 

Improvements will address a number of indicators, the most important of which will be related to traffi c 

safety and effi ciency. With regard to safety, it is well known that the number of accidents cannot deliver 

statistically signifi cant results if demonstrations are planned to run for a few months only. This diffi culty 

will be circumvented via the intended development of risk indicators and models that may be fed with real 

traffi c data. The risk indicators measure the likelihood of an incident occurrence and they may therefore be 

used as a quantitative measure of success, even without actual accident occurrence. Targeted measurable 

improvements with regard to risk indicators will be defi ned during the project’s lifetime, after the development 

and validation of such indicators. 

Results 

By acting on the key elements of the safety and effi ciency architecture, REACT will be suitably positioned to 

respond to the ambitious European Commission objectives: 

• Vehicle: REACT will improve vehicle safety through the development, installation and integration of 

advanced devices in the vehicle such as visibility sensors, road friction sensors, traffi c sensors and 

speed information. 

• Driver: REACT will act on driver behaviour by displaying secure and personalised human machine 

interface (HMI) alerts concerning safety (risk of black ice, speed warnings, etc) and effi ciency (route 

and traffi c condition messages). 

• Infrastructures: REACT’s central server will merge infrastructure sensor information to monitor and 

enhance road safety and congestion information to be delivered to drivers when available. 

• Public Administration: it is the basic pillar to impulse the system (by regulation, funding, bring interests 

together, etc.). 

The REACT project has the potential of reducing traffi c fatalities, increasing road transport effi ciency, and 

contributing to greater standardisation and harmonisation throughout Europe with: 

• economic and societal impact: reducing traffi c fatalities, improving transportation effi ciency, etc. 

• technological impact: integrating mobile sensors with a central analytic and decision-making system, 

and utilising eff ective communications. 

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Acronym: REACT 

Name of proposal: Realising Enhanced Safety and Effi ciency in European Road Transport 



Total cost: 3,675,513 € 






Sector: Road 



Website: 


http://www.react-project.org 

Coordinator: Dr Gabay Chanan 

Motorola Israel Ltd. 

3 Kremenetski St 



E-mail: 

IL 67899 Tel Aviv 

chgabay@motorola.com 

Tel: +972 (0)35684988 

Fax: +972 (0)35659915 

Partners: ARTTIC Israel - Halevi Dweck & Co IL 

TRANSVER GmbH DE 

Technical University of Munich - Chair of Traffi c Engineering DE 

INRIA - Institut National de Recherche en Informatique et en Automatique FR 

Association pour la Recherche et le Développement des Méthodes 

et Processus Industriels FR 


DMR Consulting (Estrategia y Tecnologías de la Información), S.L ES 

Intempora S.A. FR 

Autobahndirektion Südbayern DE 

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APROSYS 

Advanced Protection Systems 

The general objective of APROSYS is the development and introduction of critical 

technologies that will improve passive safety for all European road users in all 

relevant accident types and severities. 

Background 

The European Union is the largest car producing area in the world and has the largest car market. Research 

and technological development (R&TD) is essential for improving the impact motor vehicles have on our 

society and safety is one of the key issues in this respect. In the European Union, there are more than 40 000 

reported deaths and 1.3 millions casualties as a result of road traffi c accidents each year. The annual costs to 

the European Society due to these accidents are more than € 160 billion, which is twice the entire budget of 

the European Union. Signifi cant growth in the demand for transport of people and goods is foreseen for the 

next decade: compared to 1998, experts predict that there will be an increase in passenger kilometres of 24% 

and in the transport of goods of 38% in the European Union by 2010. 

The risk of being fatally injured varies signifi cantly per road-user class. For car occupants, this is 0.8 fatalities 

per 100 million kms travelled, for pedestrians and cyclists about nine times higher (respectively 7.5 and 6.3 

fatalities per 100 million kms) and for motorcyclists even 20 times higher. 

More detailed accident data indicate that within the above classes of road users the following accident types 

are of particular importance (with the highest injury reduction potential): 

• Car-to-car front and side impacts, including impacts with infrastructure (taking into account 

compatibility issues) 

• Cars to trucks 

• Pedestrians and cyclists impacted by the front of a car 

• Pedestrian and cyclists impacted by trucks 

• Motor cycle accidents with cars and with infrastructure. 

Objectives 

• Development of new injury criteria and injury tolerance values for injuries with high societal relevance, 

including head and lower leg injuries, and injuries to children and the elderly. 

• Development of new mathematical models of the human body for both the crash and pre-crash phase 

accounting for arbitrary body sizes. 

• Development of a new worldwide-harmonised, mechanical model of the human body or crash dummy 

for representation of a small female car occupant in side impact collisions (prototype). 

• Development of knowledge and tools enabling the design, implementation and evaluation of 

intelligent safety systems, with special emphasis on new sensor and actuator technologies, and 

generic test methods for the evaluation of pre-crash sensing-based systems. 

• Enhancement of virtual testing (numerical simulation) technology for the design and evaluation of 

crash protection methods with special emphasis on reliability, effi ciency, representation of real world 

accident conditions and implementation in a regulatory environment.

• Development and validation of evaluation methods and development of advanced protection systems 

for injury reduction of pedestrians and bicyclists impacted by the front of passenger cars, with special 

emphasis on injuries to children and the elderly. Both the primary impact and the secondary impact 

will be studied. 

• Development and validation of evaluation methods and development of advanced protection 

systems, including compatibility strategies for injury reduction of car occupants for the most relevant 

car-to-car accident types, those of front and side impacts. 

• Development and validation of evaluation methods and the development of advanced protection 

systems for injury reduction in the most relevant type of accidents involving heavy trucks: 1) accidents 

involving vulnerable road users and 2) passenger cars striking the side of a truck. 

• Development and validation of evaluation methods and advanced protection systems for the 

reduction of the number and the severity of injuries to motor cyclists (test procedure for motorcycles 

against road infrastructure). 


To reach the general objective, the Integrated Project (IP) partners clearly realise that not all the possible and 

required work can be performed within this project. Therefore the emphasis is placed on the issues with the 

greatest fatalities/injuries reduction potential, as well as on issues not tackled by previous, current or already 

planned research activities. 

Four sub-projects are related to accident scenarios, e.g. cars, trucks, pedestrians and cyclists, and motorcyclists. 

Four other sub-projects are related to technologies, e.g. biomechanics, advanced safety systems, virtual 

testing and accident analysis. 

Results 

Developing integrated safety systems 

(preventive, active and passive) 

The benefi t of the results or the research carried out in APROSYS will only become visible to a small extent 

before 2010. Much more will be introduced after 2010 and this is due to 1) the pre-competitive nature of the 

research proposed here and 2) the long lead-time which is typical for the introduction of new systems in 

the automotive market. Accordingly, the impact of this IP can be largely expected in the period after 2010. 

Forecasting the contribution of this RTD project to the casualty reduction in a period ten years ahead is a 

rather diffi cult and imprecise process. Estimates provided in the APROSYS proposal on a sub-project level, as 

well as data on the eff ect of passive safety measures realised in the past, led to the following fi gures: at least 

a reduction of 1 000 fatalities per year in the period 2010-2020 and at least a ten-times higher contribution 

to a reduction in other casualties. The largest eff ects are predicted for frontal impacts, namely a 50% fatality 

reduction due to new passive safety measures. This is due to, among others, to compatibility measures and 

the large-scale introduction of intelligent safety systems. For side impacts, a fatality reduction due to passive 

safety measures of 40% is predicted and for motorcycles and pedestrians, 25% and 30% respectively. 

Keywords: Passive safety, side impacts, impact biomechanics, intelligent safety systems, accident 

analysis 

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Acronym: APROSYS 

Name of proposal: Advanced Protection Systems 



Total cost: 29,791,236 € 






Sector: Road 


Research domain: Developing integrated safety systems (preventive, active and passive) 

Website: http://www.aprosys.com 

Coordinator: Mr. Kellendonk Gijs 

Netherlands Organisation for Applied Research - TNO 

Schoemakerstraat 97 

P.O. Box 6033 

NL 2600 JA Delft 

E-mail: gijs.kellendonk@tno.nl 

Tel: +31 (0)15 269 7263 

Fax: +31 (0)15 262 4321 

Partners: MECALOG SARL FR 

TU-Graz AT 

Bolton Institute of Higher Education UK 

SKODA VYZKUM s.r.o. CZ 

University of Birmingham UK 

DAINESE S.p.A. IT 

Università degli Studi di Firenze IT 


Ludwig-Maximilians-Universität München DE 

Siemens Restraint Systems GmbH UK 


DEKRA Automobil GmbH DE 

Institut für Kraftfarwesen Aachen DE 

Universite Louis Pasteur Strasbourg FR 


Toyota Motor Engineering & Manufacturing Europe UK 


Institute of Fundamental Technological Research, Polish Academy of Sciences PL 

Siemens AG DE 

Faurecia Sièges d’Automobile S.A. FR 

Warsaw University of Technology (Politechnika Warszawska) PL 

C.R.F. Centro Ricerche FIAT IT 

Takata-Petri AG DE 

CIDAUT - Fundación para la Investigación y Desarrollo en Automoción ES 

Cranfi eld Impact Centre Ltd UK 



FIAT AUTO Spa IT 


IDIADA Automotive Technology SA ES 

BAST - Bundesanstalt fuer Strassenwesen DE 

Saint-Gobain Sekurit Deutschland DE 

Cellbond Composites Ltd UK 


Concept Technologie GmbH DE 

Federation of European Motorcyclists’ Associations FR 



FTSS Europe B.V. NL 

Partnership for Dummy Technology and Biomechanics DE 

PSA - Peugeot Citroën Automobiles FR 

REGIENOV (Renault Recherche Innovation) FR 


Schmitz-Cargobull DE 

Piaggio IT 


NISSAN Technical Centre Europe UK 

GdV Gesamtverband der Deutschen Versicherungswirtschaft DE



APSN 

Network of Excellence on Advanced 

Passive Safety 

Following the mobilisation of critical R&D mass on vehicle passive safety in EU 

Thematic Network projects like PSN & EVPSN2, APSN is aiming at a durable 

integrated European vehicle passive safety research and implementation 

programme, and the creation of a virtual institute (VI). 

Background 

The growing demand for greater mobility in European society has made transportation an essential feature 

of modern living. However, the price paid for mobility in European society is far too high. Though the number 

of road accidents dropped signifi cantly at the beginning of the 1990s, the trend has been less marked in 

recent years. In 2000, road accidents killed over 40 000 people in the EU and injured more than 1.7 million. 

The directly measurable cost of road accidents is in the order of € 45 billion. 

The European Commission advocates a cost-benefi t approach in the formulation of future road safety policy: 

there is economic justifi cation for taking measures valued up to € 1 million in order to save one single life. The 

White Paper European transport policy for 2010: time to decide calls for a reduction by half in the numbers 

of deaths on the road in this decade. This reduction can be reached through vigorous research actions to 

reach socio-economic improvements, among others a European network of excellence on passive safety of 

vehicles and road infrastructure. 

Another important objective is the strengthening of the European automotive industry competitiveness for 

the future. The integration of knowledge and resources to design and build cost-eff ective and safer vehicles 

will contribute to this goal. 

Objectives 

The aim of this Network of Excellence (NoE) is to mobilise the European scientifi c and business expertise in 

vehicle passive safety to accelerate improvements in road safety in order to reduce the annual road victims in 

the European Union. The specifi c objectives of this NoE are: 

• to create a permanent organisation (virtual centre of excellence) in the fi eld of passive safety 

• to further integrate research activities at European, national and regional level 

• to facilitate technology transfer in order to accelerate the dissemination of ongoing research 

activities 

• to provide a platform for ‘knowledge brokering’ where users and providers are brought together for 

knowledge transfer 

• to cluster Community funded and nationally funded projects in the fi eld of passive safety 

• to establish links with initiatives in neighbouring fi elds of interest like active vehicle safety, road 

infrastructure, railway safety and aircraft safety 

• to identify ‘white spots’ and initiate new RTD projects in the areas of restraint systems, materials, 

biomechanics and computer simulation 

• to provide a platform for promoting the interests of the vehicle passive safety community with policymakers 

and (inter)national legislative bodies 

• to accelerate the dissemination of results of passive safety research, as well as the implementation and 

harmonisation of new and proven passive safety measures throughout Europe. 

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The focus of the APSN activities will be on those topics that will contribute to a progressive and durable 

integration. In particular: 

• develop and start a coordinated programme for the sharing of facilities and setting-up common 

research guidelines 

• analyse the fi nancial, legal (including Intellectual Property Rights) and organisational issues regarding 

the set-up of an association or other type of legal entity, and formalise the collaboration 

• develop and start a coordinated programme for new knowledge generation and sharing 

• develop and start a clustered joint research agenda related to road (vehicles) (passive) safety in 

consultation and collaboration with other stakeholders in the fi eld 

• develop and start a coordinated programme for the exchange and training of researchers 

• develop and demonstrate the new APSN/VI website portal, hosting the (completed) APSN databases, 

the encyclopaedia and other functionalities. 

Results 

The results of the NoE will include: 

• Advanced Passive Safety Network website and portal 

• shared virtual testing capabilities 

• inventory of training courses and existing exchange programmes 

• programme for the exchange and training of researchers/students 

• clustered joint research programme 

• bi-monthly electronic bulletins with information on calls, proposed consortia, kick-off meetings, state 

of proposals, etc. 

• a durable structure to fi nd and analyse technology trends and market needs 

• a structure to publish the results (e.g. commercial workshops) 

• possible establishment of the VI organisation/legal entity 

• research criteria and legal/fi nancial/organisational guidelines for sharing facilities/tools 

• a permanent structure for setting-up and updating guidelines for biomechanical testing, including 

ethical issues. 

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Acronym: APSN 

Name of proposal: Network of Excellence on Advanced Passive Safety 



Total cost: 3,800,000 € 






Sector: Road 



Website: http://www.passivesafety.com 

Coordinator: Mr Wismans Jac 

Netherlands Organisation for Applied Research (TNO) 


Postbus 6033 


E-mail: jac.wismans@tno.nl 

Tel: + 31 (0)15 269 6685 

Fax: + 31 (0)15 262 4321 

Partners: Autokut HU 


Bolton lnstitute of Higher Education UK 

CAD-FEM GmbH DE 

Cellbond Composites Ltd UK 


Cranfi eld Impact Centre Ltd UK 

Fundación para la Investigación y Desarrollo en Automoción (Cidaut) ES 

Concept Technologie GmbH DE 


Centro Sviluppo Materiali SpA IT 

Czech Technical University CZ 


Dekla pscrl IT 


Swiss Federal Institute of Technology (ETH) and University of Zurich CH 

Faurecia Sièges d’Automobile S.A. FR 


German Insurance Institute for Traffi c Engineering (GDV) DE 

GESAC Inc. (European Operations) UK 

Hebrew University of Jerusalem IL 


IDIADA Automotive Technology ES 

IKA/RWTH DE 


Universidad Politecnica de Madrid ES 


Johnson Controls ASG DE 

LAB PSA Renault FR 

LMS International N.V. BE 


MECALOG SARL FR 

National University of Ireland - Dublin IE 



Przemyslowy Instytut Motoryzacji (Automotive Industry Institute) PL 


SKODA VYZKUM s.r.o. CZ 

TOFAS Türk Otomobil Fabrikasi A.S. TR 


Technische Universitat Berlin DE 


TU-Graz, Institut f. Mechanik u. Getriebelehre AT 

Université Louis Pasteur Strasbourg FR 

Uniresearch BV NL 

Università degli Studi di Firenze IT 

Institute of Forestic Engineering, University of Zilina SK 

Loughborough University Vehicle Safety Research Centre UK 

Volkswagen AG UK 

Politechnika Warszawska (Warsaw University of Technology) PL 

Grupo Antolin ES 

Enginsoft IT 

FTSS NL 

Dalphimetal ES 

IDMEC PT 

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PISa 

Powered Two-wheeler Integrated Safety 

The aim of this project is to develop and use new technologies to provide integrated 

safety systems for a range of powered two-wheelers, which will greatly improve 

primary safety. PISa will contribute to the general EU target of 50% reduction in 

road accident fatalities. 

Background 

Currently, almost 40 000 people are killed every year on EU roads. About 6 500 of them are drivers and 

passengers of powered two-wheelers (PTWs) (i.e. motorcycles and mopeds). Motorcycle or moped travel 

carries a risk of death per kilometre travelled that is 20 times higher than that for car travel. PTW accidents 

now represent a major subject for road safety in Europe. The safety of vulnerable road users, including 

motorcycle and moped riders, is one of the priorities of the European Community. 

Developing countries have a much lower level of motorisation and the road usage pattern is signifi cantly 

diff erent from those of developed ones. The proportion of PTWs in these countries is extremely high and 

the traffi c usage patterns are very complex. In India, for instance, PTWs account for about 80% of the 

domestic automotive sales. This means that these countries are exposed to a much higher level of road 

accident risk. Typically about 39% of the annual 336 000 road traffi c deaths in South East Asia are PTW users. 

India’s automotive policy (2002-2010) has given a major thrust to improving the road infrastructure, which 

is abysmally poor in comparison to the growth of traffi c (7-10% per annum). While this will largely help in 

decongesting the roads and reducing the probability of accident occurrence, the motor vehicle rules are 

being continuously improved to enhance the design of vehicles for safety. 

Objectives 

The objective for the PISa project is to combine sensors and actuators to: 

a. avoid 50% of accidents where a collision was not inevitable 

b. reduce the impact speed, and hence reduce the injury severity by one MAIS integer for 50% of accidents 

where a collision was unavoidable 

c. prevent 50% of the single vehicle loss-of-control accidents. 

The PISa main scientifi c and technical objective can be summarised by: 

1. Identify the most frequent causes – precipitating factors and contributory factors – of PTW accidents 

and how the rider interacted with the PTW during the pre-crash phase 

2. Examine rider and PTW interaction when riding along known accident sites 

3. Assess and measure rider behaviour in dangerous manoeuvres identifi ed from the accident analysis and 

instrumented PTW by using computer models 

4. Assess and measure the PTW behaviour and response in dangerous manoeuvres, identify potential 

areas for improvement by use of triggered control mechanisms on, for instance, the suspension, brakes, 

steering

5. Identify existing technologies and assess their usability in PTWs. 

6. Develop a PTW safety system that integrates sensors, warning devices, and actuators that will reduce 

the incidence and severity of PTW accidents 

7. Assess the costs of the PTW safety system and the benefi ts in terms of reduction in accidents and 

injuries 

8. Fit the prototype integrated safety system to at least two PTWs and evaluate them on a test track and 

road using diff erent riders 

9. Invite various dignitaries to observe the behaviour and hence the benefi ts of the integrated system 

during track and road tests. 


The PISa project will develop advanced integrated safety systems similar to those fi tted to cars. It will comprise 

sensors to detect a potential emergency, an advanced braking and suspension system that will respond to 

inputs from the sensors and warning devices to assist the rider. The system will take human reactions to 

information, warning and support systems into account. The (pre-crash) sensors could be linked to a black 

box that fi res an airbag or other passive safety devices when the system has decided that crash avoidance is 

not possible, thus creating a genuine integrated safety system. 

Specifi c sensors and actuators integrated into an operational safety system for PTWs will be developed 

to allow for driver warning and assistance; improving braking and stability is innovative and beyond the 

current state of the art. The aim is for the system to reduce the incidence and severity of up to 50% of PTW 

accidents. 

Results 



PISa will produce 36 deliverables. Of these the most important are: 

• a report summarising the accident scenarios and causations in which integrated safety systems are 

considered likely to make a positive contribution from the statistical accident data 

• estimate of the impact of integrated safety devices on the fatalities/injuries 

• integrated system – sensors (including a confi guration suitable for the motorcycle state observer), 

logic control, warning devices, intelligent brake and suspension component for motorcycle(s) 

• evaluation of collision mitigation and avoidance strategies 

• prototypes of the selected safety devices and laboratory test results 

• a motorcycle fi tted with a second phase prototype system(s) that can be used to demonstrate the 

performance and benefi t. 

PISa will decrease the number of PTW accidents and their consequences, thus reducing the societal cost, 

including medical costs. 

Forecasting the contribution of PISa to the casualty reduction in a period ten years ahead is a rather diffi cult 

and imprecise process. In the APSN Roadmap of future Automotive passive safety technology development , 

2004, a reduction of 25% in motorcycle fatalities by 2030 due to passive safety measures alone is predicted. A 

higher percentage is expected for PISa based on the integrated approach, i.e. avoidance in 50% of accidents 

where a collision was not inevitable, reduction in impact speed and preventing 50% of the single vehicle 

loss-of-control accidents. 

Keywords: Powered two-wheeler (PTW), integrated safety, passive safety, accidentology analysis, safety 

devices 

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Acronym: PISa 

Name of proposal: Powered Two-wheeler Integrated Safety 



Total cost: 2,943,730 € 






Sector: Road 



Website: http://www.pisa-project.eu 

Coordinator: Mr Hoogvelt Boudewijn 

Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek 


Steenovenweg 1 

E-mail: 


boudewijn.hoogvelt@tno.nl 

Tel: +31 (0)15 269 6411 

Fax: +31 (0)15 262 4321 

Partners: Universita degli Studi di Firenze IT 

Loughborough University UK 



IBEO Automobile Sensor GmbH DE 

PAIOLI MECCANICA S.P.A. IT 

Malaguti S.p.A. IT 

TVS Motor Company Ltd IN 

Uniresearch BV NL

SAFEDMI 

Safe Driver Machine Interface (DMI) for 

ERTMS automatic train control 

SAFEDMI’s objective is to design and develop an ERTMS-compliant safe (at least 

SIL2) driver machine interface with safe wireless communication interfaces for 

confi guration, software and fi rmware downloading and diagnostic purposes to 

respond to the increasing safety level needs in the automatic train control systems 

of high-speed rail lines. 

Background 

The railway’s automatic train control (ATC) systems are based on both trackside and onboard systems. The 

increasing level of train traffi c and the spread of high-speed rail lines are now demanding an increasing safety 

level in the ATC systems. In order to ensure compatibility and interoperability between the ATC systems 

produced in Europe, the European Rail Traffi c Management System (ERTMS) programme has been set up to 

provide unique functional and non-functional standard requirements. 

The ERTMS architecture for the onboard ATC encompasses a driver machine interface (DMI) component 

whose functions and ergonomic requirements are defi ned so as to satisfy all the CENELEC (European 

Committee for Electrotechnical Standardisation) related requirements. 

However, such requirements do not yet include safety, despite the fact that the DMI is required to operate 

(as a slave) in quite critical contexts. In fact many railway operators are starting to require DMIs from their 

providers which satisfy the high requirement of being a safe man-machine interface (MMI), reaching at least 

SIL2 (safety integrity level 2) according to the CENELEC specifi cations. 

The safety requirement has come about by the increased complexity of ATC onboard systems generated by 

ever-higher demanding requirements on railway line capacities, exacerbated by the requirement of avoiding 

possible loss of driver attention caused by the amount of information displayed. 

Objectives 



The objective of the SAFEDMI project is to design and develop a DMI system that distinguishes itself from 

other train-borne DMIs currently available on the market by being able to satisfy at least SIL2 (safety integrity 

level 2) according to the CENELEC specifi cations (with all the related implications), and to integrate safe 

wireless communication interfaces for confi guration, software and fi rmware downloading and diagnostic 

purposes. 

The proposed detailed objectives are: 

a. to design and develop a safe DMI integrated with the current onboard ERTMS systems and developed 

according to the ERTMS interface specifi cations 

b. to study and develop all the hardware and software solutions to properly address the safety and fault 

tolerance issues generated by the SIL 2 requirements 

c. to integrate safe wireless communication interfaces in the DMI for confi guration, software and fi rmware 

downloading and diagnostic purposes 

d. to design and develop a hardware and software tool infrastructure to support automatic test execution, 

simulating a driver’s actions. 

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The safety issues to be tackled by the SAFEDMI project are related to visualisation, driver input data acquisition, 

data communication between onboard system components, data processing and wireless communication 

interface. 


The work is organised into fi ve technical work packages (WP). Two additional work packages will deal with 

dissemination and exploitation (WP6) and project management (WP0). 

WP1 will investigate the railway scenarios that will serve as a source of requirements for the project, identifying 

the technical challenges, threats and resilience requirements that will be addressed by the design, evaluation 

and testing solutions to be developed in the project. It will also assess the risks to be considered to be SIL2 

compliant according to CENELEC. 

WP2 focuses on the design of hardware and software architectural constructs and fault tolerance 

mechanisms. 

WP3 is aimed at developing safe and non-safe protocols for wireless communication. 

WP4 will develop a comprehensive quantitative evaluation methodology encompassing analytical modelling, 

simulation and experimental techniques, aimed at assessing the dependability and resilience of applications, 

and a testing framework targeted at the removal of design and malicious faults. The framework will be used 

to evaluate the technical solutions developed in WP2 and WP3 and analyse their effi ciency. 

WP5 will build an experimental prototype integrating building blocks from the other work packages, together 

with a suitable application, to illustrate the feasibility of the technical solutions developed in SAFEDMI and 

analyse their effi ciency using controlled experiments. 

Results 

SAFEDMI will deliver the following results: 

1. the requirements and constraints to be considered to be compliant with SIL2 

2. the SAFEDMI architecture, a preliminary hardware and software specifi cation, the selected wireless 

communication technology, the communication architecture and a preliminary quantitative evaluation 

methodology 

3. the SIL2-compliant fi nal prototype to be evaluated and validated. 

SAFEDMI will directly contribute to the CENELEC Technical Body CLC/SC 9XA ‘Communication, signalling 

and processing systems’ and in particular to the standardisation activities dealing with ‘Railway applications 

– Communication, signalling and processing systems – European Rail Traffi c Management System – Driver- 

Machine Interface’. 

SAFEDMI will also contribute to CENELEC TC9X-WG12 ‘Electrical and electronic applications for railways’, in 

the Working Group 12 (WG12) dealing with ‘Communication means between safety equipment and Man 

Machine Interface (MMI)’. 

Keywords: DMI, ERTMS, SIL2, wireless communications

Acronym: SAFEDMI 

Name of proposal: Safe Driver Machine Interface (DMI) for ERTMS automatic train control 



Total cost: 2,022,666 € 






Sector: Rail 



Website: http://www.ansaldo-signal.com/ 

Coordinator: Mr Sabina Salvatore 

Ansaldo Segnalamento Ferroviario S.p.A. 

Via Paolo Mantovani 3-5 



E-mail: 


sabina.salvatore@asf.ansaldo.it 

Tel: +39 010 6552585 

Fax: +39 010 6552706 

Partners: Consiglio Nazionale delle Ricerche - Istituto di Scienza 

e Tecnologie dell’Informazione IT 


AZD PRAHA s.r.o. CZ 

Aalborg University DK 

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SAFEINTERIORS 

Train Interior Passive Safety for Europe 

Technological advances have led to a decrease in passenger rail fatalities in Europe 

during the last four decades (Eurostat). With the reduction of risks stemming from 

active safety and structural crashworthiness, the focus is now on the remaining 

areas of risk to access any remaining survivability measures. 

Background 

This new interior passive safety framework will provide a systems approach to drastically reduce injuries and 

fatalities by combining and exploiting, in a cost-effi cient and optimised manner, the already well-matured 

railway structural crashworthiness (closely linked with primary collision events) with injury biomechanics 

that are directly associated with secondary collisions. 

There is still an ongoing major eff ort, to identify, formulate and implement proper solutions for safety issues 

in guided transportation systems. These include in general: 

• collision avoidance, where the main objective is to develop active safety systems to prevent the 

occurrence of accidents 

• accident survivability involving passive safety requirements for structural crashworthiness 

• vehicle interior solutions that contribute to the reduction of severity in terms of occupant injuries. 

Train crash events can be basically divided into two phases: 

1. The primary collision, where the initial kinetic energy is progressively dissipated by means of plastic 

structural deformation. In this phase, occupant compartment integrity and acceptable vehicle 

acceleration levels (crash pulses) are the most important design requirements to be considered. 

2. The secondary collision, where the occupant will be subject to a great variety of potentially harmful 

occupant/interior or occupant/occupant contacts. 

Objectives 

SAFEINTERIORS will appraise requirements and validation procedures and propose best practices for future 

standards, recommendations and regulations to improve the chances of survival in future catastrophic 

events. At the same time, it will explore the suitability of the proposed interior passive safety methodologies 

as applied in the retrofi tting of existing rail vehicles, thus contributing to speeding up the introduction of 

improved passive safety levels in the railway sector. 

The friendliness of the compartment interior is a major design issue and its treatment will complete the 

framework of railway passive safety. The purpose of the SAFEINTERIORS project is to provide the diff erent 

railway stakeholders with a currently missing platform capable of assessing interoperability of all present 

and future interior rail vehicle layouts. The proposed framework will address design requirements and assess 

new interior solutions following advanced state-of-art interior designs, representative layouts, a range of 

suitable crash pulses, and new test and validation procedures suitable to the rail industry. The use of new 

materials will be fully exploited to improve the occupant/furniture contact characteristics and contribute 

towards lowering overall vehicle mass levels.


The project is broken down into six work packages (WP). 

WP1 is dedicated to the project management. 

WP2 consists of defi ning a framework for the development of the rail vehicle interior passive safety, taking 

into account the advances provided by the recent projects and practices in the railway industry. 

WP3 identifi es key occupant postures in rail vehicles. From such postures, interior layout of rail vehicle and 

key types of injury of the rail vehicle occupants seen in the accident data determine trends of occupant 

kinematics, restraining objects and likely injuries that may be avoided by improved passive safety design. 

WP4 is about defi ning a consistent and realistic set of functional specifi cations for the development of the 

advanced rail vehicle interior layouts. 

WP5 concerns the identifi cation of most relevant train interior layouts and components regarding potential 

hazards including their design, testing and concept validation, taking into account the injury assessment of 

accidents and any potential for improvements with respect train occupant interior safety. 

WP6 is devoted to a synthesis eff ort and the dissemination of the proejct results throughout the international 

rail community, through the applicable regulatory and standards agencies within the Member States and at 

European level. 

Results 



1. Concept 

A systematic statistical treatment of railway accidents and risk assessment including correlations of secondary 

collision events and corresponding levels of injury in the diff erent body segments. New and relevant injury 

criteria for rail vehicle occupants based on biomechanical data obtained in more recent research work. There 

will be new and revised layouts. 

2. Design 

Establishment of guidelines for best practices in railway interior layouts. Discussing in depth trade-off s 

between safety requirements, ergonomics and non-safety related functionalities. A systematic approach to 

PRM issues will be obtained. 

New design specifi cations for interior equipment, furniture and layouts including requirements for PRM with 

the aim of achieving cost-effi cient, friendly interiors. 

There will be new lightweight furniture designs with optimum energy absorption characteristics using new 

materials. 

3. Test 

New and advanced tests of interior layouts including new furniture and interior elements will be manufactured 

and physically tested to assess new designs and demonstrate their feasibility. There will be new measuring 

devices to reproduce the loading on the dummies and on the vehicle interior elements. Bio-fi delity of the 

devices will be demonstrated. 

4. Validation 

New test procedures and methods will be carried out, and a full validation programme involving correlation 

between experimental methods and computer model outputs. 

415

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Acronym: SAFEINTERIORS 

Name of proposal: Train Interior Passive Safety for Europe 



Total cost: 3,691,051 € 




Sector: Rail 



Website: http://www.eurailsafe.net 

Coordinator: Dr Roberts John 

Bombardier 

Litchurch Lane 

E-mail: 

UK DE24 8AD Derby 

john.roberts@uk.transport.bombardier.com 

Tel: +44 (0)1332 266056 

Fax: +44 (0)1332 251840 


ATOC Ltd (Association of Train Operating Companies) UK 

University of Bolton UK 

Fundación para la Investigación y Desarrollo en Automoción - Cidault ES 


Grupo Antolin FFI FR 

Institut national de Recherche sur les Transports et leurs Securite - INRETS FR 


MIRA Ltd UK 


Saira Alluminio S.p.a. IT 




VUKV a.s CZ

SELCAT 

Safer European Level Crossing Appraisal 

and Technology 

SELCAT will perform a deep analysis of completed and existing European level 

crossing safety research focusing on appraisal, technology and safety evaluation 

methodology including dissemination actions like workshops, special sessions at 

conferences, public campaigns and a web portal. 

Background 

Every year, more than 330 people are killed in more than 1 200 accidents at road-rail level crossings in the 

European Union. Together with tunnels and specifi c road black spots, level crossings have been identifi ed 

as being a particular weak point in road infrastructure, seriously aff ecting road safety. In the case of railway 

transport, level crossings can represent as much as 50% of all fatalities caused by railway operations. Until 

now, the only eff ective solution appears to involve upgrading level crossing safety systems, even though in 

more then 90% of cases the primary accident cause is inadequate or improper human behaviour rather than 

any technical, rail-based issue. 

High safety requirements for level crossing safety systems required by European railway sector standards 

create a high cost base which hinders the technological upgrade of existing systems. Railway standards 

already include a risk-based defi nition of safety, according to which only the unacceptable risk must be 

eliminated by the technical system. Nevertheless, the lack of approved safety methodology, which would 

allow the industry to quantify the risk to be reduced, still leads to the need for the highest safety integrity 

levels for technical solutions in most European countries. 

To date the fact that level crossings are a factor in only a very small proportion of the total of road accidents 

has limited the involvement and commitment of the road sector in developing solutions to the problem. 

Objectives 



SELCAT aims to contribute actively to the reduction of level crossing accidents by: 

• collecting, analysing and disseminating existing research results and stimulating new knowledge 

exchange in the area of level crossing safety 

• creating circumstances whereby European partners, in the rail and road sectors, can make a signifi cant 

contribution to the reduction of accidents, injuries and fatalities at level crossings 

• understanding and codifying existing and planned research 

• comparing and harmonising data sources 

• exploring new technologies and harnessing appraisal techniques to optimise these. 

The activities of SELCAT should lead directly to the improvement and expansion of intermodal collaboration 

between the road and rail sectors. 

Addressing safety methods, safety targets and indicators in connection with cost benefi t analysis SELCAT will 

also harmonise with the aims of the European Railway Agency’s (ERA) work programme. 

The objective of SELCAT is to evaluate the safety performance of European level crossings and to make 

recommendations on the common safety targets for this particular subsystem of railway transport. In 

addition, the level crossing as a practical example will be used as a benchmarking exercise for the application 

of evaluation methodology and can be used as an important contribution to the adoption of Common Safety 

Methods advised by ERA for the year 2008. 

417

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In order to reach the above stated scientifi c and technological objectives, the work plan of SELCAT intends to 

carry out the following coordination activities: 

• Provide a knowledge base for the improvement of the level crossing safety by carrying out an analysis 

of results of safety-related projects from the Fifth Framework Programme (FP5) and FP6 with regard to 

railway and road transport 

• Provide an overview of existing and planned level crossing research and improvement activities in 

European countries and in Japan 

• Analyse incident and accident data and databases related to level crossings in Europe and Japan 

• Propose a standard for reporting level crossing accidents in European countries 

• Set up a common level crossing accident information system 

• Examine the potential for, and practicability of, existing and new technologies to improve the safety 

and the performance of level crossing systems 

• Investigate the applicability of available risk and cost-benefi t analysis methods for the classifi cation of 

technological solutions for the safer interface of rail and road traffi c at level crossings 

• Disseminate the results of investigated projects (FP5, FP6, national research) by the organisation of 

three specifi c workshops, the organisation of a special session on existing planned conferences and 

the creation of a thematic level crossing web portal. 

Results 

The results of SELCAT will be available in the following planned deliverables: 

D1 Report about statistics, database analysis and regulations for level crossing 

D2 Report about examination of actual and potential technologies for level crossings 

D3 Report about risk modelling techniques for level crossing risk and system safety evaluation 

D4 Report on cost benefi t analysis methods for level crossings 

D5 Level crossing (LC) web portal structure 

D6 Proceedings of the workshop LC Appraisal 

D7 Proceedings of the workshop LC Technology 

D8 Proceedings of the workshop LC Methodology 

D9 Dissemination campaign for car drivers organised through media of an automobile club 

D10 Progress report 

D12 Level crossing web portal providing: 

• structured access to the FP5 and FP6 results concerning rail and road safety 

• interactive access to level crossing statistics database (population, accidents, types, etc.) 

• structured accessibility of relevant national and international documents and studies (standards, 

railway guidelines, etc.) 

• all public deliverables of SELCAT (documents, workshop and special session advertisement, etc.) 

D13 Recommendations for FP7 activities 

D14 Recommendations for standardisation 

D15 Final report 

Keywords: Level crossing, road transport, railway transport, accident statistics

Acronym: SELCAT 

Name of proposal: Safer European Level Crossing Appraisal and Technology 



Total cost: 860.000 € 

EU contribution: 860.000 € 



Sector: Rail 



Website: http://www.levelcrossing.net 

Coordinator: Prof. Schnieder Eckehard 

Technische Universität Braunschweig 

Pockelstrasse 14 

Langer Kamp 8 



E-mail: 

DE 38106 Braunschweig 

e.schnieder@tu-bs.de 

Tel: +49 (0)531 391 3317 

Fax: +49 (0)531 391 5197 

Partners: University of Rome IT 

University of Zilina SK 


Todor Kableshkov Higher School of Transport BG 


ADAC e.V. DE 

Institut National de Recherche sur les Transports et leurs Securite FR 


Centrum Naukowo-Techniczne Kolejnictwa PL 


Technical Research of Finland FI 

MULTITEL BE 

Network Rail Infrastructure Ltd UK 



National Company BG 

Capacity Allocation Offi ce HU 

419

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SIM 

Safety In Motion 

SIM project deals with the development of an innovative concept vehicle with new 

safety devices that will result in a decrease in the number of powered two-wheelers 

(PTW) accidents and related consequences for riders. An integrated (matrix) 

approach to solve safety issues for PTWs will be implemented. 

Background 

Over 6 000 of the 40 000 fatalities on European roads in 2001 were related to powered two-wheelers (PTWs). 

Compared to the overall number of victims on the roads, this fi gure represents 15% of this dreadful aspect of 

our society. The European Commission has launched the third Road Safety Action Plan with the ambitious goal 

of reducing the fatalities by 50% in 2010. With this goal, the SIM project will play a key role in the reduction 

of PTW riders’ fatalities and injuries by identifying a suitable safety strategy and providing an integral safety 

solution. According to the matrix relationship between the three main factors or pillars for safety (motorbike, 

motorcyclist and infrastructure) and the diff erent aspects related to accident dynamics, from the a priorievent 

to the crash event (dealing with preventive, active and passive safety), the Safety In Motion project 

focuses on the vehicle safety aspects. These will include the human-machine-interaction through the 

enhancement of vehicle stability and control (active safety), development of infl atable protections (passive 

safety) and innovative human-machine-interface (preventive safety). The most relevant element in SIM is the 

ambitious objective of developing a comprehensive safety strategy for motorcycles, structuring co-operation 

with existing research projects in order to cover all the diff erent fi elds of application. 

Objectives 

The SIM project will focus on active and passive safety aspects, mainly from a PTW point-of-view. Preventive 

safety will also be covered, especially considering human-vehicle interaction. Focusing on vehicle 

peculiarities, it should be stressed that riding a PTW is a complex task because the balance conditions can 

only be obtained in a dynamic way and path change is more complex than for a four-wheeler (by actions 

involving the whole rider-plus-vehicle system). As PTW riders are one of the most vulnerable road users, the 

main objectives of SIM are: 

• to identify a suitable safety strategy for PTWs 

• to enhance preventive and active safety acting on electronic vehicle management and improving 

human-machine-interaction (HMI) 

• to focus on integral passive safety devices. 

The objective of active safety devices onboard is to substantially improve each of the elements contributing 

to vehicle stability and balance in all riding conditions. Even if the main aim of SIM is to avoid accidents, 

passive safety systems are essential to mitigate consequences in case of inevitable precipitating events. SIM 

will also implement and evaluate human-machine interaction systems, based on ADAS (advanced driver 

assistance system) technology. 

Preventive, active and passive safety aspects will be integrated into the same prototype in order to develop 

and validate a comprehensive safety strategy for PTWs.


The SIM project consists of six work packages (WP). WP3, 4 and 5 are focused on technological development 

activities. 

WP1 deals with the overall coordination of the project, ensuring the management of the activities dealing 

with fi nancial and technical administration. 

WP2 aims to identify accident scenarios and evaluate technical solutions and potential improvements. 

Moreover, activities carried out in this WP will be devoted to links and collaboration with other current R&D 

projects focusing on PTW safety. 

The main activities of WP3 are the defi nition of active and preventive safety, vehicle dynamic systems, 

electronic control of active system implementation, HMI and comfort, and active and preventive safety 

systems integration. 

The work in WP4 is focused on the development of highly eff ective passive safety systems for motorcycles 

that will act if a crash event occurs. 

In WP5, the feasibility of integrated safety concepts applied on motorcycles will be established by defi nition 

of the technical tests to be run, the technical assessment of the overall integrated system and the HMI 

strategies, evaluating in terms of potential reduction of accident events and potential mitigation of their 

consequences. 

WP6 is responsible for correct and widespread dissemination of information and results generated with 

regard to integrated safety on motorcycles. 

Results 

SIM’s aim is the development and implementation of a new concept vehicle that intrinsically enhances 

PTW safety, merging the handling of classic PTW and the stability of passenger cars, by developing and 

implementing active, preventive and passive safety devices. The expected results are: 

• development of electronic active devices (e.g. enhanced anti-lock braking system, traction control and 

brake-by-wire) for powered two-wheelers 

• development of a passive safety algorithm to activate passive safety devices 

• adaptation of protective devices located on the rider (garment) and on the vehicle (infl atable leg 

protections). 

A new generation of the anti-lock braking system is considered, with a better behaviour in cornering and 

steering, and adaptable on wet road surface conditions. Electronically controlled suspensions for the 

optimisation of load-shift in acceleration/braking will be implemented, together with a traction control 

system. A tailor-made integrated passive system for PTWs will be developed and tested with algorithms, 

sensors and actuators for the activation of the passive system. Protective devices on the rider and on the 

vehicle will be adapted. Special focus will be devoted to the innovative dashboard designed to optimise 

the information fl ow to the rider via the helmet. All the devices and systems will be integrated to generate a 

prototype as an integral safety solution. 

Keywords: Safety, PTW, mobility, 

accident analysis 

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Acronym: SIM 

Name of proposal: Safety In Motion 



Total cost: 4,036,404 € 






Sector: Road 



Coordinator: Dr Santucci Mario Donato 

Piaggio & C. S.p.a. 

Viale Rinaldo Piaggio 25 

E-mail: 

IT 56025 Pontedera 

mario.santucci@piaggio.com 

Tel: +39 0587272504 

Fax: +39 0587272827 

Partners: CIDAUT - Fundación para la Investigación y Desarrollo en Automoción ES 

Continental Teves AG & Co. oHG DE 


Czech Technical University in Prague, Faculty of Transportation Sciences CZ 

DALPHI METAL ESPAÑA, S.A. ES 

DEKRA Automobil GmbH DE 

Prendas Deportivas NZI S.L. ES 

Öhlins Racing AB SE 

Savatech, Industrial Rubber Products and Tyres, d.o.o. SI 

Department of Mechanical Nuclear and Production Engineering - 

University of Pisa IT 

University of West Bohemia CZ


2TRAIN 

Training of Train Drivers in Safety 

Relevant Issues with Validated and 

Integrated Computer-based Technology 

2TRAIN aims at developing standards for a safety enhancing use of computer-based 

training technology for European train drivers. A common simulation interface will 

be developed, as well as several add-on systems, tested with simulation scenarios 

focusing on the ability to act in hazardous situations. 

Background 

The European railway sector is a continually growing economic area and recent years have brought signifi cant 

developments in rail technology. Responding to these tendencies, the EU is aiming at enhancing rail safety 

as well as improving the harmonisation and interoperability between railway systems. The establishment of 

safe, competitive and interoperable railways in Europe demands particular attention to the qualifi cation of 

train drivers. 2TRAIN will particularly focus on the development and evaluation of computer-based training 

systems. At present 133 000 train drivers are employed in the EU-25. Working directly at the human-machineinterface 

they are specifi cally aff ected by technical developments and the increasing amount of cross-border 

operations. To strengthen the harmonisation, it is necessary to advance common training technology 

as well as common training content. Developments concerning these two aspects are the scientifi c and 

technological objectives of 2TRAIN as, until now, no broad eff ort concerning the common training of train 

drivers in Europe has existed. A complete harmonisation of training technology and training content will 

be unachievable. Nevertheless there is a strong need to harmonise and coordinate the education of drivers 

concerning general driving and operational abilities, as well as particular crisis management competencies. 

Objectives 

2TRAIN aims at developing European standards for the training of train driver competencies providing bestpractice 

guidelines for an effi cient, safety enhancing and cost-eff ective use of the latest computer-based 

training technologies. The starting point of 2TRAIN is benchmarking the training technology, content and 

models that are already in use in Europe. To reach a harmonisation of diverse training technologies and 

to allow a standardised driver evaluation, a common data interface will be developed and implemented 

into three simulator pilots. In addition, a CBT pilot will be realised. In the second step, common training 

simulation scenarios and CBT modules will be developed that will particularly focus on the training of crisis 

management competencies and abilities to act in rarely occurring hazardous situations. The trainees’ actual 

behaviour will be compared to predefi ned target behaviour. The results will be stored in an assessment 

database that will be used as a base for the development of a virtual instructor and further add-on systems, 

e.g. standardised performance evaluation. The quality of 2TRAIN is ensured by a close collaboration between 

operational railway companies and their partners in the fi eld of R&D, the integration of the newest computerbased 

training technologies, and the strong support from a user group consisting of further European 

stakeholders. 


Based on benchmarking results, training technology, content and models will be specifi ed in order to 

adjust the further project steps. The development and implementation of a common data simulation 

interface will overcome existing diff erences in European training technologies and allow for a standardised 

data recording, driver assessment and evaluation. Three simulator pilots are intended to demonstrate the 

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technical developments within 2TRAIN as well as their acceptance and resulting learning eff ects. In addition, 

a rule-based expert system in national variants will gather the target behaviour of the train driver in diff erent 

situations. The comparison of target behaviour (expert system) and actual behaviour (simulation data) of the 

train driver provides the data for both a virtual instructor and an assessment database. The virtual instructor 

enables an online assessment to give feedback to the trainee on how to improve the driving tasks. In this 

way the system will also be able to provide adaptive training. In addition, the assessment data will be stored 

in a database. The stored data will provide the basis for training feedback as well as for recommendations 

concerning future training arrangements. As a core result of 2TRAIN recommendations, best-practice 

guidelines concerning the usage of training technology and assessment procedures for train drivers in 

Europe will be proposed. 

Results 

The fi rst benchmarking report will include information and conclusions about strengths and weaknesses 

of each simulator analysed, and a comparison with the standards of training technology. A second report 

will include information and conclusions about the training contents and training models for each railway 

operator, and a comparison with the standards of drivers’ training. The technical deliverables are a common 

simulation data interface, a rule-based expert system, a virtual instructor and a database for standardisation. 

In addition, simulation scenarios, computer-based training modules as well as the description of assessment 

parameters and thresholds will be compiled. Four pilots are intended for demonstration activities as a 

combination of existing training tools and enabling technology. At least one pilot should include simulation, 

CBT and assessment data management. The European railway companies will be provided with guidelines for 

an effi cient, safety enhancing and cost-eff ective use of modern technologies for the competence training and 

assessment of train drivers. There will be a close informational exchange with a huge numbers of stakeholders 

organised in a user group. The exploitable results will be included in an exploitation and business plan, which 

will highlight the European dimension of the exploitation issues, and defi ne the strategy and methods for a 

future deployment. 

Keywords: Training, railway, technology, simulation 

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2TRAIN key objectives

Acronym: 2TRAIN 

Name of proposal: Training of Train Drivers in Safety Relevant Issues with Validated 

and Integrated Computer-based Technology 



Total cost: 3,731,742 € 





Sector: Rail 


Research domain: Developing computer-based training systems 

Website: http://www.izvw.de 

Coordinator: Prof. Krueger Hans-Peter 

Center for Traffi c Sciences at the University of Wuerzburg 

Roentgenring 11 


E-mail: 

DE 97070 Wuerzburg 

krueger@psychologie.uni-wuerzburg.de 

Tel: +49 (0)931 312653 

Fax: +49 (0)931 312616 

Partners: Ceské Dráhy a.s. (CD) CZ 

CORYS Training & Engineering Support Systems S.A. (Corys) FR 

Deutsche Bahn AG, DB Training (DB) DE 

Jan Perner Transport Institute (IJP) DE 

Krauss-Maff ei Wegmann GmbH & Co. KG (KMW) CZ 

Krauss-Maff ei Wegmann GmbH & Co. KG (KMW) DE 

Rail Training International Ltd (RTI) UK 

SNCF (SNCF) FR 

Universitaet Passau (UP) DE 

Universidad Politécnica de Madrid (UPM) ES 

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TRAIN-ALL 

Integrated System for driver TRaining and 

Assessment using Interactive education 

tools and New training curricula for ALL 

modes of road transport 

TRAIN-ALL aims to develop a computer-based training system for the training and 

assessment of different land-based driver cohorts (motorcycle riders, novices, emergency 

drivers and truck drivers) that integrates multimedia software, driving simulator, virtual 

driving simulator and onboard vehicle sensors into a single modular platform. 

Background 

Over 80% of all traffi c accidents can be directly attributed to the human factor so emphasis must be given to 

driver operator training. Traffi c participants range from car and motorcycle to truck drivers and all need to be 

trained in a specifi c way. Indicatively: 

• novice drivers of passenger cars have no possibility of enhancing risk awareness and need training in 

other higher order skills 

• motorcycle drivers have no experience on using safety equipment and low experience on driving 

diff erent types of motorcycles 

• heavy vehicle drivers get most of their experience on the road and are often involved in specifi c 

accident types 

• drivers of emergency vehicles only get a few possibilities to practise on the complexities of interaction 

with other traffi c participants. 

There is a pan-European consensus on the fact that driver training needs to expand away from its current 

focus on controlling the vehicle in traffi c, so as to cover ‘higher level’ strategic factors. TRAIN-ALL will improve 

initial and continuous driving training in order to stimulate road users towards a more responsible behaviour. 

In this way the project will contribute to the European Road Safety Action Programme’s goal of halving the 

number of road fatalities in 2010. 

Objectives 

The main objectives are to: 

• prioritise a set of training scenarios for each driver type 

• develop a common and concise ontological framework for computer-based training (CBT) tools, 

functionalities and scenarios 

• develop a cost-effi cient and valid methodology to assess simulator reliability and fi delity 

• employ intelligent agent technology in order to develop CBT with AmI-based traffi c participants 

• develop co-operative training scheme and co-driver training (for emergency vehicle co-pilots) 

scenarios and tools 

• develop the appropriate P2P tools to allow CBT networking and even real-time collaboration 

• develop a virtual instructor module that will allow autonomous and cost-eff ective multi-user training 

by CBT 

• develop and test the method of adaptive training 

• develop appropriate training schemes and scenarios for CBT in the use of new driver assistance and 

information systems 

• use an existing motorcycle simulator and adapt it accordingly

• develop cost-eff ective, high fi delity, low dizziness and modular driving simulator tools for passenger 

cars and trucks, and a virtual driving simulator for passenger cars 

• develop new, improved training and assessment curricula for drivers 

• evaluate the viability, usability and usefulness of the developed tools and curricula in ten pilots 

• estimate the potential road safety enhancement due to the developed tools and curricula 

• produce detailed exploitation and business plans for the developed tools. 


Work starts with benchmarking and classifi cation activities on CBT tools and curricula for driver training and 

assessment, to lead to a common CBT and assessment model and prioritisation of training requirements. 

The development encompasses building a common system architecture for distributed interoperable driving 

simulators (ontology-based), and a knowledge management tool to collect and process centrally the trainee 

performance data from diff erent simulators, as well as a simulator validity assessment methodology. 

Enabling technologies will be built, including an ambient intelligence framework, co-operative driving 

and group training module, an immersive simulation platform for virtual reality (VR)-based training, CBT 

tools connecting internet network supporting scenario sharing, a virtual instructor and debriefi ng module, 

simulation sickness aversion principles and guidelines, enhanced reality and adaptive training module. 

The new modules are integrated into diff erent simulator prototypes (motorcycle, passenger car, truck, 

immersive (VR) simulator and modular/integrated driving simulator). 

Developed prototypes will be tested in ten pilots, leading to an impact analysis on the usefulness and value 

of the use of driving simulators for driver training and assessment. 

An information dissemination framework, cost benefi t analysis, cost eff ectiveness analysis and exploitation 

plans, application guidelines, proposals towards adequate standards, CBT-based training and assessment 

certifi cation and accreditation schemes complement the work plan. 

Results 


Key Deliverables: 

D1.1 Benchmarking and classifi cation of CBT tools for driver training 

D1.2 Training needs and scenario defi nition 

D2.1 Common system architecture for driving simulators based on interoperable federates 

D2.2 Knowledge management tool 

D2.3 Driving simulator functional validity assessment methodology 

D3.1 Ambient intelligence module 

D3.2 Co-driving, co-operative and group training modules 

D3.3 Immersive simulation platform 

D3.4 i3-based tool for networked learning and remote control of simulators 

D3.5 Virtual instructor and debriefi ng modules 

D3.6 Dynamic scenario management module 

D3.7 ADAS/IVICS simulation module 

D3.10 Enhanced reality module 

D3.11 Module for controlling adaptive training sequences 

D4.1 Adapted motorcycle simulator prototype 

D4.2 Adapted truck simulator prototype 

D4.3 Adapted car simulator prototype for emergency vehicle drivers 

D4.4 Adapted car simulator prototype for novice drivers 

D4.5 Adapted VR simulator prototype 

D4.6 Multi-purpose driving simulator prototype 

D5.3 Proposal for an integrated training curriculum and impact analysis 

D6.2 Demonstration pilot results consolidation 

D7.3 Cost benefi t and cost eff ectiveness analysis 

D7.4 Exploitation and business plans 

Keywords: driver training, driver assessment, driving simulator, cooperative driving 

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Acronym: TRAIN-ALL 

Name of proposal: Integrated System for driver TRaining and Assessment using Interactive education 

tools and New training curricula for ALL modes of road transport 



Total cost: 3,702,408 € 






Sector: Road 


Research domain: Developing computer-based training systems 

Coordinator: Ms Panou Maria 

Centre for Research and Technology - Hellas 

6th km. Charilaou-Thermi Road 

The CRF virtual reality driving simulator 

E-mail: 

GR 57001 Thermi 

mpanou@certh.gr 

Tel: +30 (0)210 9853194 

Fax: +30 (0)210 9853193 

Partners: TRL Limited UK 

Universität Stuttgart DE 

Institute of Communication and Computer Systems GR 


Center for Traffi c Sciences at the University of Wuerzburg DE 

Dr. Ing. Reiner Foerst GmbH DE 

Green Dino Virtual Realities BV NL 

Thales Training & Simulation FR 

Institute for Occupational Physiology at the University of Dortmund DE 


Präsidium der Bayerischen Bereitschaftspolizei DE 

University of Basel, Department of Psychiatry, 

Center of Applied Technologies in Neuroscience CH 

Statens väg- och transportforskningsinstitut SE 

Universität Passau DE 

Wuerzburger Institut für Verkehrswissenschaften DE 

French National Institute for Transport and Safety Research - INRETS FR

HeavyRoute 

Intelligent Route Guidance for Heavy 

Vehicles 

The objective of HeavyRoute is to develop an advanced route guidance system 

for deriving the safest and most cost-effective routes for road freight transport 

throughout Europe. The system will take into account road user needs, vehicle 

operating and environmental costs, but also maintenance costs due to the 

deterioration of roads and bridges. 

Background 

The increasing volume of freight transport, together with the increasing gross weights and the changing 

load confi gurations of heavy goods vehicles (HGVs), has led to accelerated damage to bridges and pavement 

fatigue, as well as creating major traffi c management problems to maintain safety and reduce congestion. 

For truck operators, there are the combined challenges of reducing ever-increasing fuel costs, maximising 

effi ciency and profi tability whilst maintaining safety. 

In 2000, the total volume of road transport in the EU-25 was 1 482 billion tonne-kilometres and this is 

predicted to grow to more than 3 133 billion tonne-kilometres by 2030 (DG Transport and Energy – Trends 

to 2030 ). This will have asignifi cant infl uence on congestion and damage to the road infrastructure over that 

period. In addition, freight distribution is predicted to outpace passenger cars as the largest source of CO 2 

from transport over the period. Also the fatality risks when trucks are involved in an accident are signifi cantly 

higher than those compared with passenger cars and other vehicles. 

Clearly the growth in the volume of trucks, coupled with the increasing size and weight of trucks on the 

network, will create special problems. Finding the means to reduce the costs associated with the increasing 

traffi c volumes is therefore a major challenge for the road research community, as well as the road authorities 

and operators. 

Objectives 


and infrastructure of the future 

The overall objectives are to improve road safety and capacity while reducing the negative impacts on the 

environment and the road and bridge maintenance costs (by reducing the rate of deterioration caused by 

heavy traffi c). The route guidance system aimed for in this project will be built on available and implemented 

systems, and technologies such as fl eet management and logistics systems, guidance/rerouting systems, 

traffi c monitoring and management systems, dynamic map updating and various ITS solutions. The following 

needs, focusing on diff erent stakeholder and user requirements, will be addressed in HeavyRoute when 

developing the HGV management and route guidance system: 

• Diff erent routing solutions will be developed taking into account HGV constraints of the infrastructure 

(bridges, tunnels, roads, environmental zones, etc.), deriving ‘allowable’ routes and thereafter deriving 

‘recommended’ routes based on arguments addressing the road safety, energy, environment, 

infrastructure costs and tolling. 

• An onboard system will support the driver during the journey with relevant local information such 

as speed limits and overtaking restrictions, as well as relevant changes, i.e. dynamic data on traffi c 

fl ow, road and bridge conditions, etc. The system will also provide real-time driver warnings and 

recommended driving to maintain or improve vehicle safety, using vehicle and infrastructure data. 

• Real-time data on road, load and journey will be transferred from the onboard system for road, bridge 

and traffi c management. 

429

430 



The activities in HeavyRoute will be focused on the following objectives: 

System conception and user requirements: 

• assessment of state of the art in fl eet management and HGV guidance systems/services 

• identifying stakeholder and user requirements on an advanced HGV management and route guidance 

system 

• identifying factors that infl uence the ‘route optimisation’ 

• deriving a system architecture concept . 

Databases and vehicle/infrastructure interaction models: 

• inventory of available static, periodic and dynamic road, bridge and traffi c data in national databases 

• inventory of available eff ect models for deriving the ‘optimum’ route and reducing impacts on the 

infrastructures . 

Route guidance and driving support: 

• design and development of innovative route guidance and driver-support applications for HGVs based 

on database contents and eff ect models . 

Traffi c simulation and eff ects of management strategies: 

• traffi c simulation and assessment of possible eff ects and future scenarios from traffi c management 

solutions implemented on a European scale using route guidance solutions, particularly taking into 

account critical sections 

• simulation of traffi c fl ows due to diff erent management strategies using economical incentives and 

legislative means. 

Dissemination and clustering of results: 

• eff ective communication of the objectives and results of the project to road authorities and fl eet 

operators. Road authorities will need to be convinced of the benefi ts to them – the business case – of 

providing their data (or collecting new data) which will be needed for the mapping functions. 

• The project will lead towards proposals for a full-scale pilot of the system functionality leading to 

widespread implementation. 

Results 

The prototypical HGV guidance applications developed in HeavyRoute, together with the simulation results, 

will be used to exploit technology and expertise in three directions: 

• to provide an improved guidance application for the transport industry and to link these guidance 

approaches with fl eet management, trip planning and navigation solutions. The main focus when 

developing the advanced heavy vehicle route guidance system is to be able to derive the fastest, safest 

and most effi cient routes for HGV transport 

• to integrate HVG routing strategies in traffi c management centres and guidance service providers 

• to enrich the map provision and EServer solutions by integrating HGV specifi c attributes in future 

releases.

Acronym: HeavyRoute 

Name of proposal: Intelligent Route Guidance for Heavy Vehicles 



Total cost: 3,280,803 € 






Sector: Road 


Research domain: Development of a platform for the intelligent transport vehicle 


Coordinator: Dr Ihs Anita 

Swedish Road and Transport Research Institute 

Olaus Magnus väg 37 



E-mail: 

SE 581 95 Linköping 

anita.ihs@vti.se 

Tel: +46 (0)13 204031 

Fax: +46 (0)13 141436 

Partners: Laboratoire Central des Ponts et Chaussées FR 

Österreichisches Forschungs-und Prüfzentrum Arsenal Ges.m.b.H AT 

FEHRL - Forum of European National Highway Research Laboratories BE 


NAVTEQ B.V. NL 


ERTICO - European Road Transport Telematics Implementation 

Coordination Organisation BE 

431

432 


INTEGRAIL 

Intelligent Integration of Railway 

Systems 

In accordance with the ERRAC objectives, the InteGRail project aims at developing 

an intelligent coherent information system by integrating all the main railway 

subsystems. The objective is to achieve a higher level of coordination and cooperation 

between the key railway processes. 

Background 

An effi cient and well-integrated European railway system is the only answer to the growing demand for 

mobility in Europe: one which can cope with all the technical, logistical and environmental constraints, 

to enable sustainable growth of the enlarged Union. To keep up with such expectations, railways need to 

improve in terms of capacity, average speed and punctuality, safety and the optimised usage of resources. 

ERRAC, the European Rail Research Advisory Council, has proposed the target of doubling rail passenger 

traffi c and tripling rail freight traffi c by the year 2020. Responding to ERRAC’s challenge, the InteGRail project 

intends to improve railway performance by better co-operation and information exchange between the 

diff erent subsystems, allowing for a global optimisation at system level. 

Currently, increasingly larger amounts of information are accessible from all of the railway subsystems. A 

number of information systems are also available where information is stored for immediate or later usage. 

Unfortunately, most information is produced in proprietary formats and its circulation is limited to specifi c 

subsystems and applicative platforms. This can make diffi cult barriers, or even create them, for a wider fl ow and 

usage of information, as is required by new and advanced methodologies. These problems are emphasised 

when considering an international context, for example one of the European corridors, where the number of 

systems, actors and networks involved can become huge and ad hoc solutions are impossible. 

Objectives 

The InteGRail project aims to create a holistic, coherent information system, integrating the major railway 

sub-systems in order to achieve higher levels of performance of the railway system in terms of capacity, 

average speed and punctuality, safety and the optimised usage of resources. Building on results achieved by 

previous projects, InteGRail will propose new intelligent procedures and will contribute to the defi nition of 

new standards, in accord with EC directives and technical specifi cations for interoperability (TSI). 

The project will not replace existing systems but it will be used in conjunction with them. 

InteGRail will favour a higher level of interoperability of railway information systems, easier information 

sharing and increased global optimisation and performance. 

Meeting ERRAC’s goal means reducing costs and enhancing environmental sustainability, while maintaining 

a high level of safety, compared to other transport modes. InteGRail is crucial to meeting these challenges. 

The specifi c goals include: 

• reliability improved by up to 50% for targeted systems through optimised maintenance 

• 30% availability improvement and reduction in irregularities 

• 10% reduction in maintenance costs 

• 5% increase in punctuality 

• increased capacity in line with ERRAC objectives 

• information sharing within the railway community, enabling optimisation of decision-making for 

improved performance.


Due to its size and complexity, the project has been divided into a number of subprojects (SP): 

SP1 – Project management, integration activities and horizontal support 

SP2 – System requirements, architecture and continuous assessment, identifying information that needs to 

be shared 

SP3A – Intelligent system monitoring and control to ensure that the right information can be obtained 

SP3B – Intelligent system maintenance, identifying ways of using information more eff ectively for 

maintenance optimisation 

SP3C – Intelligent system management, identifying ways of combining and using information eff ectively for 

management requirements 

SP3D – Advanced system communication, ensuring that information can be transmitted eff ectively to 

decision-makers 

SP4 – System integration, testing and validation, demonstrating performance improvement. 

By creating innovative concepts in the areas of train control and monitoring, maintenance, management 

and communications, the proposed project will completely re-defi ne the basic elements required by each 

system. The project will assess the needs of rolling stock, infrastructure, traffi c management (including the 

European Rail Traffi c Management System, ERTMS), train operations and propose intelligent procedures to 

process all available additional information to its best advantage. 

Results 



InteGRail will deliver the specifi cation of a standard platform and protocol in order to interface existing or 

new information systems, so as to enable the exchange of key information between subsystems, which are 

needed to improve the performance of the railway system. 

InteGRail will enable the RIGHT information to be in the RIGHT place at the RIGHT time through: 

1. specifi cation of information sharing 

2. development of a protocol language as standard, using ontology and quality of service-oriented 

telecom resources. 

The specifi cations developed in the project will be proposed as candidate standards, through dissemination 

to and co-operation with relevant standardisation bodies, or as contributions to new or existing TSIs, in 

accordance with EC and other directives. 

An all-pervasive, wide-band communication framework, off ering a suitable digital data link between trains 

and ground installations, will be defi ned and proposed as the future reference standard in railways. 

Keywords: Railways, interoperability, information, communication, maintenance, integration, monitoring, 

management 

ERRAC Vision at 2020 InteGRail targeted results 

433

434 


Acronym: INTEGRAIL 

Name of proposal: Intelligent Integration of Railway Systems 



Total cost: 20,205,470 € 






Sector: Rail 


Research domain: Development of a platform for the intelligent transport vehicle 


Website: http://www.integrail.info 

Coordinator: Ms Melleri Minna 

Union of European Railway Industries 



E-mail: minna.melleri@unife.org 

Tel: +32 (0)2 626 12 68 

Fax: +32 (0)2 649 27 85 




Bombardier Transportation UK Ltd DE 


Forschungs- und Anwendungsverbund Verkehrssystemtechnik / TSB DE 

AEA Technology Rail BV NL 

Ansaldo Trasporti - Sistemi Ferroviari S.P.A. IT 

CONSTRUCCIONES Y AUXILIAR DE FERROCARRILES, S.A. ES 

Nortel Networks Germany GmbH & Co. KG DE 

Laboratori Fondazione Guglielmo Marconi S.r.l. IT 

AtosOrigin SpA IT 

MER MEC S.p.A. IT 



Association of Train Operating Companies UK 

České dráhy, a.s. (Czech Railways, joint stock company) CZ 

Hungarian State Railways Ltd. HU 

UniControls a.s. CZ 

Strukton Railinfra BV NL 

Deuta-Werke GmbH DE 

Heriot-Watt University UK 

Interuniversitair Micro-Elektronica Centrum vzw BE 

Kuratorium OFFIS e.V. DE 

Televic nv BE 

Seebyte Ltd UK 

Kontron AG BE 

Universidad de Chile CL 


Wireless Future s.r.l IT 

The University of Birmingham UK 

Administrador de Infraestructuras Ferroviarias ES 


Network Rail Limited UK 

Korridor X Bes.b.R. AT 

ProRail B.V. NL 


Union Internationale des Chemins de Fer FR

Horizontal Activities

436 

Horizontal Activities 

ACMARE (CA) 

Coordination Action to Implement an 

Advisory Council for Maritime Transport 

Research in Europe 

ACMARE aims at supporting the European Technology Platform WATERBORNE, 

to which all stakeholders in the maritime industry and waterborne transport have 

developed a medium to long-term vision, assess the key challenges, formulate R&D 

actions to meet these challenges in a strategic research agenda (SRA), set out an 

implementation plan, and promote the mobilisation of necessary resources. 

Background 

The history of civilisation and commerce cannot be separated from that of waterborne transport. The trading 

of goods, passenger transport, exchange of knowledge, and the development of cities, regions and even 

civilisations were, in past centuries, often only possible by means of waterborne transport. Today’s Europe 

would not be one of the world’s most powerful regions without the performance of waterborne transport 

and operations, including the related European industry, knowledge and expertise. Always with a high 

commercially motivated innovative pitch, almost all maritime technology developments have been made in 

Europe, even today in the age of globalisation. European stakeholders along the waterborne value chain are 

amongst the world leaders in their fi elds, benefi ting from a tradition of developmental co-operation between, 

for example, operators and builders or clients and suppliers – a proven maritime cluster. The WATERBORNE TP 

is the initiative of all parties involved in the areas of shipping and shipbuilding, off shore industry and leisure 

vessels, ports and infrastructure development, and equipment manufacturers and systems suppliers to 

present their contribution to the development and prosperity of the European Union and its Member States. 

Objectives 

By supporting the activities of the ETP WATERBORNE, ACMARE is aiming to: 

• establish a continuous dialogue-seeking consensus between the various stakeholders (Member States, 

the EU, industry, research institutes, associations) in maritime transport R&D 

• highlight the future R&D needs, priorities and mechanisms, thereby stimulating the necessary 

investments in R&D from private, European and national sources 

• accelerate the generation of knowledge, innovation, and the uptake of research and technologies 

to improve the competitiveness and productivity of the waterborne transport sector, especially with 

regard to SMEs 

• contribute to social expectations regarding clean and safe waterborne transport 

• support the development and networking of regional and interregional clusters in maritime transport 

research, and help regions identify and address the particular challenges and opportunities relevant 

to themselves or their collaboration (e.g. short sea shipping) 

• contribute to aligning research and technology developments, and a coherent, consistent policy and 

regulatory framework in the EU 

• facilitate the integration of the new EU Member States (of which six are maritime and two are main 

maritime actors) on waterborne transport matters 

• encourage additional involvement of female researchers in the waterborne transport sector.


ACMARE supports the organisation of expert meetings and work to develop the common medium to longterm 

vision of the waterborne industries, the WATERBORNE strategic research agenda (WSRA) establishing 

the R&D challenges and the WSRA IP setting up the priorities and time lines. This means: 

1. Providing the necessary management and administrative support for implementing the Coordination 

Action. Providing the interface with the Commission and make sure the contractual obligations are 

completed in due time. 

2. Establishing a proper documentation management system and thus creating a WATERBORNE website 

for the exchange of information among WATERBORNE stakeholders. 

3. Providing support to the drafting of the WSRA and other necessary reports. 

4. Leading the WATERBORNE Support Group, and providing an effi cient and eff ective technical steering of 

planning, control and reporting. 

5. Providing WATERBORNE with the technical support necessary to conduct its role as research advisory 

body concerning the waterborne transport sector. 

6. Disseminating the WSRA IP, WSRA and the vision of the future for European maritime industry and 

waterborne transport research to Member States’ representatives, the European Commission, research 

organisations, the various actors in the maritime industry and the public. Two-way dialogue will be 

established and supported through seminars, a workshop and a website. 

Results 

ACMARE, through the ETP WATERBORNE, has so far produced the following results: 

• a medium to long-term vision: the Vision 2020 was launched on 8 February 2006 in Brussels 

• the WATERBORNE strategic research agenda overview was launched on 4 May 2006 in Vienna 

• the fi nalisation of the WSRA implementation plan. 

These documents will be regularly updated and disseminated to the WATERBORNE stakeholders. 

ACMARE will continue the mobilisation of R&D eff orts for projects defi nition, promotion and fi nancial 

engineering. 

ACMARE is trying to establish good relations with the other relevant European technology platforms. 

Keywords: Coordination action, European technology platform, waterborne, maritime, inland navigation, 

Vision 2020, strategic research agenda, implementation plan 

437

438 


Acronym: ACMARE (CA) 

Name of proposal: Coordination Action to Implement an Advisory Council for Maritime Transport 

Research in Europe 










Objective: Horizontal Activities 

Website: http://www.waterborne-tp.org 

Coordinator: Mr Lüken Reinhard 

Community of European Shipyards’ Associations 

Rue Marie de Bourgogne 52 

E-mail: 


cesa.research@skynet.be 

Tel: +32 (0)2 282 03 53 

Fax: +32 (0)2 230 43 32 

Partners: Force Technology (for European Co-operation in Maritime Research - ECMAR) DK 

European Community Shipowners’ Associations BE 

European Marine Equipment Council BE 

Federation of European Private Port Operators BE 

European Dredging Association BE 

European Oil and Gas Innovation Forum BE 

Bureau Veritas SA FR 


and Related Sciences UK

CAREMAR 

Coordinated Academic RTD and Education 

Supporting Innovation in Marine 

Industries 

CAREMAR focuses on mechanisms to link European universities’ expertise with the 

research, education and technology needs of the marine technology and related 

sciences sector, by providing a platform coordinating universities’ expertise, and 

mobilising their skills and resources to support industry. 

Background 

The EU is investing heavily in mechanisms, particularly in research and training, to provide European marine 

sector industries with suffi cient human and technological resources so that they can respond to the fi erce 

competition by low-cost Far-East marine industries and meet the challenges of the 21st century. CAREMAR 

will help the academic sector to support the needs of industry in both the short term and the medium to long 

term, and to deliver solutions through mobilising the skills and resources of the entire marine technology 

academic community. In this respect, CAREMAR attempts to bring academia and industry together at a 

fundamental and strategic level rather than in a specifi c technological area, so that strategic planning and 

processes can be examined in a highly original way to ensure that outputs from academia are clearly aligned 

to industry needs across a broad spectrum of technology areas. 

CAREMAR will foster the partnership between the EU, industry and the academic and research communities, 

both to meet European objectives for technology in competitiveness and societal needs, and to ensure that 

investment in research leads to Europe achieving global prominence in technical innovation. 

Objectives 


• To undertake a thorough examination of current RTD and RBE practices of European universities and to 

propose improvements to the underlying processes in consultation with industry, especially where this 

brings together university consortia in joint programmes or course development to satisfy industry needs 

• To provide a platform for the supply of RTD that derives from and is initiated or coordinated by 

the university sector, which meets industry needs through research, provision of manpower and 

knowledge transfer 

• To identify and improve communication routes between universities, research organisations and 

industry for improved RTD project development and undertaking 

• To provide a focused approach using innovative tools for the supply of RTD, especially in the 

identifi cation and management of expertise and facilities 

• To demonstrate through practical means how this can be achieved and to incorporate RTD results in 

the educational programmes 

• To disseminate the results eff ectively and facilitate the acceptance by European society 

• To coordinate these eff orts with those of proposed integrated projects (IPs), Networks of Excellence 

(NoE) and other Coordinated Actions (CAs) for the eff ective distribution of best practice 

• To demonstrate the positive eff ect of this coordination through participating in the preparation and 

presentation of IPs, NoEs and CAs, and proposals within IPs, NoEs and CAs 

• To demonstrate the portability of the proposed solutions to other industry sectors. 

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1. The project will use standard business and management tools together with technology-orientated 

solutions to undertake a strategic analysis of academic research and technological development and 

research-based education (RTD and RBE) systems related to marine technology, and related science 

requirements within industry. 

2. In the early stages of the project, the focus will be on the supply chain analysis, the identifi cation of 

change management processes and business process re-engineering (BPR) for systemic requirements 

in the delivery of RTD and RBE, and the development of knowledge and communication tools. The 

CAREMAR CA will need to demonstrate the eff ectiveness of the BPR and supply chain analysis 

approaches by: 

a) presenting and delivering RTD proposals that address the infrastructural and communication issues 

where these may be improved upon 

b) presenting and delivering RTD proposals matching the needs of industry, which display the requirement 

for RTD with a university-led focus. 

3. Development of key interfaces with CAs and networks led by the maritime industry. The CAREMAR CA 

will address the entire RTD supply chain for the maritime sector from the academic point of view. 

4. It will initiate the development of RTD projects, act as an umbrella for existing RTD where appropriate, 

and nurture new proposals. 

5. There must be a demonstration of the eff ectiveness of this CA’s communication, tools and networking 

infrastructure. 

Results 

CAREMAR will deliver a user-focused portal and online subject-related community based on the outputs of 

the project. Users will be able to access a set of fi ve databases that will provide a comprehensive information 

source of university-based expertise and facilities. The databases to be developed are: 

• UNIVERSITY: contains general information about universities – overview of university courses, RTD 

experiences and skills. 

• RECRUIT: contains information for companies looking to recruit personnel with particular skills. It 

will include a ‘young researchers’ area where people looking for employment in RTD in industry can 

advertise their capabilities. 

• FACILITY: contains a registry of university marine RTD facilities including towing tanks, model basins, 

cavitation tunnels, computing facilities, laboratories, large-scale facilities, etc. 

• CONSULT: includes a database of individual academic expertise providing details of the skills of 

individual staff members. There will also be a capability for confi dential communication with individuals 

who are contained in the database. Access to an individual’s published papers may be made through 

the database. 

• TECHNOLOGY: contains the published outcomes of analyses on future technology trends and predicted 

requirements undertaken by universities through CAREMAR or as part of other external work.

Acronym: CAREMAR 

Name of proposal: Coordinated Academic RTD and Education Supporting Innovation in Marine Industries 



Total cost: 748 000 € 

EU contribution: 748 000 € 







Website: http://caremar.org 

Coordinator: Mr Patrick Robert 


and Related Sciences 

10 Upper Belgrave Street 

E-mail: 

UK SW1X 8BQ London 

Offi ce@wegemt.org 

Tel: +44 (0)2078389149 

Fax: +44 (0)2078389147 

Partners: Helsinki University of Technology FI 

National University of Athens GR 


University of Plymouth UK 





Hochschule Bremen DE 

Committee of the European Shipbuilders Associations asbl BE 

Gdansk University of Technology PL 

Institute for High Performance Computing and Information Systems RU 

Technical University Denmark DK 

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ERTRAC 

European road transport research 

advisory council european road transport 

2020 a vision and strategic research 

agenda 

ERTRAC is the European Technology Platform on road transport research. This 

action is aiming at a better alignment of European, national and private research 

activities for more economic effi ciency, quality of results and reduced time to 

applying innovation. It is ERTRAC’s mission to explore these opportunities and make 

specifi c recommendations for implementation. ERTRAC’s inclusion of all major road 

transport actors makes it unique and allows a truly holistic and integrated view of 

road transport issues. 

Background 

Over € 28 billion are spent each year on R&D in Europe’s road transport sector. This sector employs more than 

9% of the entire EU workforce, generating a turnover that amounts to 20% of the Union’s GDP. Road transport 

supplies the majority of mobility services demanded by Europe’s citizens and businesses. It is responsible for 

over 75% of inland freight transport and, as such, plays a crucial role in all European industrial and commercial 

activities. The importance of road transport is also refl ected in a number of high-level policy initiatives, aimed 

at strengthening the European automotive industry, for which research is a mainstay. 

Today R&D activities are largely managed within individual stakeholder groups and the Member States. It 

is apparent that a good alignment between European and national, as well as between private and public 

research activities, can provide major benefi ts in terms of economic effi ciency, quality of results and reduced 

time to application of innovation. 

In line with the European objectives for competitiveness and sustainability, ERTRAC involves all the main 

stakeholders in the road transport sector and fosters structured, optimised and integrated R&D eff orts across 

European programmes. 

Objectives 

The ERTRAC approach is key to addressing Europe’s road transport challenges successfully and eff ectively, 

for both today and tomorrow. 

ERTRAC’s objectives include: 

• providing a strategic vision of European road transport in 2020 and beyond, particularly with respect 

to R&D 

• defi ning priorities agreed by all stakeholders 

• aligning European and national research agendas and programmes 

• monitoring progress and adjusting research road maps accordingly 

• providing a platform for ongoing research alignment and co-operation 

• making specifi c recommendations for large cross-stakeholder research 

• identifying needs for international and global co-operation.


The overall objective of the ERTRAC Coordination Action is to provide the management and organisational 

support together with administrative and technical input, which is required to facilitate ERTRAC in its 

assessment of European road transport research needs and the formulation of the strategic research agenda 

(SRA) and its implementation. 

The ERTRAC documents are structured according to four main research areas supporting two fundamental 

aspects of the road sector. The fi rst is the need to provide for free movement of people and the transport of 

goods, in line with the key objectives of the European Union, both at local and intra-regional levels. This is 

refl ected in the sections for Mobility, Transport and Infrastructure, Safety and Security as well as Environment, 

Energy and Resources. 

The second is the competitiveness of the European industry, addressed in the section Design and Production. 

The documents were developed through extensive and intense workshops and reviews throughout the 

sector, involving more than a hundred actors. 

Results 

In November 2003, the Plenary agreed the basic structure of ERTRAC, which involves all the relevant 

stakeholders in European road transport. In June 2004, the Vision 2020 was published as a brochure and 

widely circulated, and in December 2004, the strategic research agenda was published. Both are available 

as a download from the website. In 2005, the main tasks were the discussion and elaboration of a research 

framework for 2007-2015, which is based on the Vision and the SRA. The objective is the provision of useful 

input for planning of the Seventh Framework Programme, as well as for planning national activities. It was 

published in April 2006 (see the synopses for ERTRAC II). 

Furthermore, an overview of national road transport research activities in Europe was initiated, covering 17 

countries. 

All documents are available as free downloads from the ERTRAC website: www.ertrac.org 

To conclude, ERTRAC could successfully establish a European platform with the leading stakeholders in road 

transport research and development. 

443

444 


Acronym: ERTRAC 

Name of proposal: European road transport research advisory council european road transport 2020 a 

vision and strategic research agenda 









Sector: Road 


Website: http://www.ertrac.org 

Coordinator: Dr Aff enzeller Josef 

AVL List GmbH 


E-mail: 

AT 8020 Graz 

Josef.aff enzeller@avl.com 

Tel: +43 (0)316 787 253 

Fax: +43 (0)316 787 657 

Partners: Ford Forschungszentrum Aachen GmbH DE 


European Union Road Federation BE 

CONCAWE BE 

Faurecia Service Group FR 


POLIS BE 

Renault S.A. FR 


Siemens VDO Automotive AG FR 

Vodafone Pilotentwicklung GmbH DE 

Volvo Technological Development Corp. SE

ERTRAC II 

Technology Platform for European Road 

Transport Research 

ERTRAC II is the continuation of the Coordination Action ERTRAC (see synopses 

ERTRAC/506525). ERTRAC II aims at supporting the European tehnology platform, 

ERTRAC (European Road Transport Research Advisory Council). ERTRAC set up the 

basic structure for the technology platform and created the Vision and strategic 

research agenda (SRA), and ERTRAC II is focussing on updating the SRA and on 

its implementation. 

Background 

Over € 28 billion are spent each year on R&D in Europe’s road transport sector. This sector employs more than 

9% of the entire EU workforce, generating a turnover that amounts to 20% of the Union’s GDP. Road transport 

supplies the majority of mobility services demanded by Europe’s citizens and businesses. It is responsible for 

over 75% of inland freight transport and, as such, plays a crucial role in all European industrial and commercial 

activities. The importance of road transport is also refl ected in a number of high-level policy initiatives, aimed 

at strengthening the European automotive industry, for which research is a mainstay. 

Today R&D activities are largely managed within individual stakeholder groups and Member States. It is 

apparent that a good alignment between European and national, as well as between private and public 

research activities, can provide major benefi ts in terms of economic effi ciency, quality of results and reduced 

time to application of innovation. 

In line with the European objectives for competitiveness and sustainability, ERTRAC involves all the main 

stakeholders in the road transport sector and fosters structured, optimised and integrated R&D eff orts across 

European programmes. 

Objectives 

The ERTRAC II Coordination Action will provide a platform to all relevant stakeholders for establishing a 

consensus on future road transport research directions, and the defi nition and promotion of European RTD 

activities such as joint technology initiatives. The objective is to provide the management and organisation, 

together with technical support, that is required to facilitate ERTRAC achieving its mission. In addition, the 

co-operation with the European Union services, Member States and other technology platforms will be 

ensured. Finally, the results of ERTRAC need to be extensively promoted and disseminated towards a large 

audience of research partners and the public. 


The coordination activities are structured in fi ve work packages (WP): 

WP1: Technology Platform Management: The main aim of this work package is the overall organisational 

management of the technology platform, including the secretariat. 

WP2: Road Transport RTD Networking: The two main objectives of this WP are fi rstly to promote the 

coordination of European, national, regional and private R&D actions for road transport in order to increase 

effi ciency and strengthen the European Research Area and secondly, to foster the networking with other 

technology platforms, as well as with the EC and national bodies in terms of SRA, RTD synergies, fi nance and 

governance. 

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446 


WP3: Strategic Research Agenda: This WP deals with the update of the ERTRAC strategic research agenda, 

which was published for the fi rst time in 2004. There will be a review of the structure and the content of the 

SRA. 

WP4: SRA Implementation – Promoting Technology Initiatives: This WP is of utmost importance for ERTRAC to 

be in the ‘implementation phase’ of a technology platform. The SRA implementation has several objectives. 

The operational focus/promotion of concrete technology initiatives includes the commitment of stakeholders 

(industry, public authorities, fi nancial community, etc.). 

WP5: Dissemination Activities: A proper promotion and communication of the ERTRAC outcome and activities 

is key to the success of the technology platform. 

Results 

The fi rst result of the ERTRAC Research Framework (April 2006): This is based on Vision&Challenges and the 

strategic research agenda which were published in 2004. The ERTRAC Research Framework highlights road 

transport research priorities for the timeframe 2007-2015. ERTRAC believes that this research framework is 

useful for the planning of the Seventh Framework Programme as well as for planning national activities. The 

document is available from the ERTRAC website, www.ertrac.org. 

Further deliverables will be: 

• Annual work programmes and status reports. 

• An overview of national transport research activities across Europe. 

• An update of the strategic research agenda. 

• Support for Joint Road Transport Technology Initiatives. 

• Elaboration of fi nance and governance issues of European Technology Initiatives in road transport. 

• The co-organisation of the TRA conferences every two years and additional dissemination events.

Acronym: ERTRAC II 

Name of proposal: Technology Platform for European Road Transport Research 



Total cost: 1 550 000 € 






Sector: Road 


Website: http://www.ertrac.org 

Coordinator: Dr Aff enzeller Josef 

AVL List GmbH 


E-mail: 

AT 8020 Graz 

josef.aff enzeller@avl.com 

Tel: +43 (0)316 787 253 

Fax: +43 (0)316 787 657 

Partners: European Asssociation of Automotive Suppliers BE 

CONCAWE BE 


European Road Transport Telematics Implementation 

Coordination Organisation scrl BE 

Faurecia service Group FR 



Promotion of Operational Links with Integrated Services BE 

Renault SA FR 


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EURNEX 

European Rail Research Network of 

Excellence 

The mission of EURNEX – the European Rail Research Network of Excellence – is 

to create a European network of rail research institutes as world-class players 

to support the railway sector and assist the members of the EU to operate an 

interoperable and competitive rail system across the continent. EURNEX involves 

more than 600 researchers from over 60 rail research institutes across Europe. 

Background 

The future rail systems are both a component of the door-to-door chain of trans-European and high-speed 

passenger transport, as well as a valuable alternative to the car in congested areas. With the White Paper, 

European transport policy for 2010: time to decide , the European Commission aims to increase the safety 

standards and the degree of interoperability, and to reduce environment pollution. 

The European Rail Research Advisory Council (ERRAC) has set a goal of doubling rail passenger traffi c and 

tripling rail freight transport throughout Europe in twenty years, starting in 2000. But the European railway 

landscape is, due to historic developments, a very fragmented one: it is still a patchwork of disparate systems 

and networks, each applying technical and operating standards evolved over the last 180 years. This wide 

range of diff erent rail systems in Europe presents a huge challenge to achieve pan-European interoperability. 

To achieve the ambitious goals, the competitiveness of the rail system must be considerably improved, with 

support of innovative products and services. The synchronisation of rail systems in Europe needs harmonised 

research applications and facilities, but the pre-EURNEX European research landscape was also a very 

fragmented one. 

Objectives 

The strategic objectives of EURNEX are: 

• to integrate the fragmented European rail research landscape by combining research activities in a 

network of mutually shared facilities, tools and platforms 

• to promote the railway contribution to a sustainable transport policy 

• to improve the competitiveness and economic stability of the railway sector and industry, e.g. with 

fl exibility, regarding the new challenges for rail research in a shared process 

• to achieve a self-standing and long-lasting business package for the network beyond the granting 

period, thus creating a durable, integrated network of excellence in rail research, technology 

innovation and knowledge management from the research capacities of universities and institutions, 

implementing knowledge from rail operators and the rail industry including SMEs. 


An important fi rst achievement of the EURNEX integration process was the establishment of a members’ 

family concept in a thematic oriented network substructure, based on ten poles clustering the excellent 

scientifi c institutions for specifi c rail research areas: 

Strategy and Economics, Operation and Systems Performance, Rolling Stock, Product Qualifi cation Methods, 

Intelligent Mobility, Safety and Security, Environment and Energy Effi ciency, Infrastructure and Signalling, 

Human Factors and Training and Education. 

Some of the benefi ts to members are: 

• improving own strengths by the development of specialised EURNEX poles, and new and trusting 

international co-operation with complementary research partners

• improving the effi ciency of research facilities by enhanced opportunities for common use 

• strengthening the interaction with customers to learn more about the business-driven needs for 

current and future rail research 

• profi ting from EURNEX corporate services provided to its members. 

The customer-orientation of EURNEX is the essential key factor for its long-term durability. A developing 

sustainable business has to build on the trusting relationship between the researchers organised in the 

network and the rail sector’s demand for scientifi c services. 

The performance of the EURNEX network therefore has to attract the supply industry and the operators by 

providing added-value research towards the state of the art in Europe by: 

• establishing coherent and integrated knowledge and innovation services for the rail stakeholders 

• a new organisation of future excellent rail research, including improving on the existing scientifi c 

strengths 

• thematic orientation towards the ERRAC SRRA 2020 key priorities: creating poles of excellence in a way 

so as to effi ciently respond on these priority areas 

• trusting co-operation of EURNEX members has to result in synergies to enhance the quality of research 

further and ‘time-to-result’ 

• schemes for education and training, developed by the EURNEX virtual university EURail, have to meet 

the future requirements of the stakeholders on an international level. 

The challenge for EURNEX is achieving a win-win situation for the diff erent players involved by meeting 

these objectives within the EU granting period. Therefore the development and implementation of a sound 

business case is of the utmost importance for the EURNEX success. 

Results 

EURNEX is a new and unique approach to organise the whole rail research domain towards excellence and 

effi ciency. It is particularly distinguished by: 

• customer orientation: the international associations UIC, UNIFE, UITP are project partners; rail sector 

representatives form the advisory board 

• the trusting partnership aiming at specialisation and intensive collaboration within the poles of 

excellence and multidisciplinary co-operation across the poles 

• the virtual European Rail University, EURail, providing training and education for the next academic 

generation, as well as experienced professionals 

• the knowledge management system as an internal co-operation tool, showcase and unique knowledge 

library for the rail sector 

• the business package to ensure a durable and sustainable EURNEX network, including a value-added 

service provision within EURNEX. 

Wikipedia 

EURNEX integrates 66 research institutes throughout Europe EURNEX 2nd Integration Conference: Establishment of 

EURNEX poles of excellence, 2-3 March in Berlin 

FAV-own picture 

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Acronym: EUR2EX 

Name of proposal: European Rail Research Network of Excellence 



Total cost: 6,000,000 € 






Sector: Rail 


Website: http://www.eurnex.net 

Coordinator: Mr Steinicke Wolfgang H. 

Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin /TSB 

Am Borsigturm 48 

E-mail: 


WSteinicke@fav.de 

Tel: +49 (0)30 4303 3540 

Fax: +49 (0)30 4303 3550 

Partners: University of Birmingham UK 

French National Institute for Transport and Safety Research FR 

Institut Superior Tecnico, Lisboa PT 

Institutet for transportforskning SE 

Consorzio Nazionale Interuniversitario per i Transporti e la Logistica IT 

Union des Industries Ferroviaires Européennes BE 



Brandenburg University of Technology Cottbus DE 


RWTH Aachen - University of Technology Aachen, Department 

of Rail Vehicles and Materials-Handling Technology DE 

Technical University Berlin DE 

Technical University of Braunschweig DE 

Institut für Arbeits- und Sozialhygiene Stiftung DE 


Munich University of Technology DE 

University of Karlsruhe DE 

Rail Tec Arsenal Fahrzeugversuchsanlage GmbH AT 

Technical University Graz, Institute for Railway Engineering 

& Transport Economy AT 

Vienna University of Technology AT 

Czech Technical University in Prague, Faculty of Transport CZ 


Moscow State University of Railway Engineering RU 

Centrum Naukowo-Techniczne Kolejnictwa PL 

Budapest University of Technology and Economics HU

University of Zilina SK 

Politechnika Slaska (Silesian University of Technology) PL 

University of Pardubice, Jan Perner Transport Faculty CZ 



University of Nottingham UK 

Manchester Metropolitan University UK 

Loughborough University UK 

Imperial College London UK 


Université des Sciences et Technologies de Lille FR 

Université de Technologie de Compiègne FR 

Université de Technologie de Belfort-Montbéliard FR 

Ecole Centrale de Lille FR 

Institut National Polytechnique de Grenoble FR 

Université de Valenciennes et du Hainaut-Cambrésis FR 

Multitel ASBL BE 

Université Catholique de Louvain BE 

Centre for Research and Technology Hellas/Hellenic Institute of Transport GR 

Instituto de Engenharia Mecânica PT 

Centro Estudios Investigaciones Técnicas de Gipuzkoa ES 


Politechnical University of Catalonia ES 

Center for Innovation in Transport ES 

Tecnología e Investigación Ferroviaria S.A. ES 

Universidad del País Vasco - Euskal Herriko Unibertsitatea ES 


ANSERI - Consultants Ltd FI 

Linkoeping University SE 


Danish Transport Research Institute DK 

Swedish National Road and Transport Research Institute SE 

Uppsala University SE 

Luleå University of Technology SE 

Valtion teknillinen tutkimuskeskus (Technical Research Centre of Finland) FI 

Università di Roma ‘La Sapienza’ - Dipartimento Idraulica Trasporti e Strade IT 


Università di Catania IT 

Centro interuniversitario ricerca trasporti (Inter-Uni Transport Research Centre) IT 

Centro Interuniversitario di Ricerca Per lo Sviluppo Sostenibile 

(Interuniversity Research Centre on Sustainable Development) IT 

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SIMBA 

Strengthening Road Transport Research 

Co-operation between Europe and 

Emerging International Markets 

SIMBA aims to increase road transport research co-operation between Europe 

and the emerging markets of China, India, Brazil and South Africa by establishing 

a collaboration network that will bring together the key stakeholders in the fi eld 

of intelligent transport systems (ITS), road infrastructures and automotive 

developments. 

Background 

Every year more than 1.17 million people die and over 10 million are crippled in road accidents around the 

world. Road accidents cost about 1% to 3% of a country’s annual GDP, which amounts to approximately 

€110 billion every year for developing countries, almost twice as much as the total development assistance 

they receive. These losses undoubtedly inhibit the economic and social development of these countries. 

Improvements in safety applications or support systems in vehicles can make a signifi cant contribution to 

crash reduction and so limit the high number of casualties. 

Congestion is also closely linked with road safety. It aff ects the fl ow of goods and people, and both 

business and leisure travel. In both rural areas and intercity corridors, traffi c is disrupted by incidents, 

maintenance operations, detours and many other problems. To the traveller, congestion means lost time, 

missed opportunities, frustration, and a waste of personal resources. To the employer, it means lost worker 

productivity, delivery delays and increased costs. Speed, reliability and the cost of urban and intercity 

freight movements are increasingly aff ected by congestion and the cost of congestion in OECD countries is 

estimated at around €670 billion. 

Objectives 

The main objectives of the project are to increase road safety, improve mobility and enhance transport 

effi ciency. 

In order to achieve this, the SIMBA project will: 

• prepare, support and facilitate the rapid adoption and transfer of technologies and research results 

• defi ne R&D priorities and future co-operation areas 

• make recommendations for new innovative road research activities to be launched locally and in the 

EU 

• increase the visibility of the European industry and support the industry to respond to emerging 

business opportunities. 

This will be done through the following three enablers: an intelligent transport system (ITS), automotive 

technological development and road infrastructure. 

The main activities of SIMBA will be to organise events in the EU and emerging markets that will serve as 

a means for fostering closer ties between all the countries in the road transport sector and exchanging 

knowledge in the fi elds of ITS, road infrastructure and automotive technological development. The main 

outcome will be trans-national networks of key road transport stakeholders that can help defi ne the priorities, 

research needs and future co-operation areas for road transport.


The aim is to create a co-operation network between Europe and the emerging markets that can be used to 

disseminate the state of the art of national research activities and to map out future research co-operation 

opportunities. 

The project’s work packages represent the four main areas of activity necessary in order to achieve SIMBA’s 

objectives: 

• Project management 

• Defi nition of research priorities and strategies 

• National activities 

• Dissemination . 

Due to the geographical spread of the project, national coordinators have been chosen for all the countries/ 

regions involved in the project (Europe, China, India, Brazil and South Africa). This will facilitate the project 

coordinator’s management of the project, particularly in terms of defi ning national priorities and preparing 

the project events. It will also ensure that the right stakeholders are involved at the local level. 

Results 

SIMBA will bring together European intelligent transport systems (ITS), road infrastructures, vehicle 

manufacturers and technology providers with their counterparts in China, India, Brazil and South Africa in 

order to establish a co-operation network that will discuss how to increase road safety, mobility and transport 

effi ciency in these countries through the exchange of technological expertise and closer co-operation. The 

project will map the national and regional RTD activities, policies and future requirements, and propose 

demonstration cases to the regional stakeholders, organise seminars, business meetings, and industry visits 

in order to maintain a close contact between the key players. 

SIMBA Project 

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454 


Acronym: SIMBA 

Name of proposal: Strengthening Road Transport Research Co-operation between Europe 

and Emerging International Markets 



Total cost: 1,100,000 € 






Sector: Road 


Website: http://www.simbaproject.org 

Coordinator: Mr Bangsgaard Jacob 

European Road Transport Telematics Implementation Coordination Organisation s.c.r.l. 

Avenue Louise 326 

E-mail: 


j.bangsgaard@mail.ertico.com 

Tel: +32 (0)2 400 07 38 

Fax: +32 (0)2 400 07 01 

Partners: The Association of European Vehicle Manufacturers BE 


China National Intelligent Transport System Center CN 

Shanghai Automotive Industrial Corporation CN 

Tongji University CN 

Associação Brasileira de Engenharia Automotiva BR 

TATA Consultancy Services Netherlands B.V. NL 

Society of Indian Automobile Manufactures IN 

Infrastructure System Operations and ITS Laboratory ZA 

ITS Denmark DK

Indexes

456 

Project Information contacts

CA 

ACMARE (CA). . . . . . . . . . .436 

ALERT . . . . . . . . . . . . . . . . . . . . . .215 

AUTOSIM . . . . . . . . . . . . . . . . .142 

CAESAR . . . . . . . . . . . . . . . . . . .348 

CALM II . . . . . . . . . . . . . . . . . . . . . .92 

CANTOR . . . . . . . . . . . . . . . . . . . .95 

CAPOEIRA. . . . . . . . . . . . . . . .363 

CAREMAR . . . . . . . . . . . . . . . .439 

CERTAIN . . . . . . . . . . . . . . . . . .266 

CONNECT . . . . . . . . . . . . . . . .116 

ERTRAC. . . . . . . . . . . . . . . . . . . .442 

ERTRAC II . . . . . . . . . . . . . . . . .445 

EURFORUM. . . . . . . . . . . . . .119 

INMARE . . . . . . . . . . . . . . . . . . .376 

INQUEST . . . . . . . . . . . . . . . . . . . .98 

NICHES . . . . . . . . . . . . . . . . . . . .128 

SAND.CORe . . . . . . . . . . . . .192 

SELCAT . . . . . . . . . . . . . . . . . . . .417 

SIMBA. . . . . . . . . . . . . . . . . . . . . .452 

SPREEX . . . . . . . . . . . . . . . . . . . .248 

STEPS . . . . . . . . . . . . . . . . . . . . . .134 

TRANSPOWER . . . . . . . . .131 

ULYSSES. . . . . . . . . . . . . . . . . . . . .62 

UNIACCESS . . . . . . . . . . . . . .323 

IP 

AC-DC. . . . . . . . . . . . . . . . . . . . . .195 

APROSYS . . . . . . . . . . . . . . . . .402 

CITYMOBIL . . . . . . . . . . . . . .113 

EFFORTS . . . . . . . . . . . . . . . . . .366 

FELICITAS. . . . . . . . . . . . . . . . . . .65 

FLAGSHIP . . . . . . . . . . . . . . . .373 

GREEN . . . . . . . . . . . . . . . . . . . . . . .29 

HERCULES . . . . . . . . . . . . . . . . .32 

HI-CEPS . . . . . . . . . . . . . . . . . . . . .35 

HYICE . . . . . . . . . . . . . . . . . . . . . . . .74 

HYSYS. . . . . . . . . . . . . . . . . . . . . . . .77 

HyTRAN . . . . . . . . . . . . . . . . . . . . .80 

INNOTRACK . . . . . . . . . . . . .275 

INTEGRAIL . . . . . . . . . . . . . . .432 

InterSHIP . . . . . . . . . . . . . . . . .148 

MC-WAP . . . . . . . . . . . . . . . . . . . .86 

MODTRAIN . . . . . . . . . . . . . .336 

MODURBAN . . . . . . . . . . . .172 

NICE . . . . . . . . . . . . . . . . . . . . . . . . . .44 

QCITY . . . . . . . . . . . . . . . . . . . . . .101 

Railenergy . . . . . . . . . . . . . . . . .53 

SAFEDOR . . . . . . . . . . . . . . . . .154 

SILENCE . . . . . . . . . . . . . . . . . . .104 

SLC . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Sustainable Bridges 293 

URBAN TRACK . . . . . . . . .299 

VIRTUE. . . . . . . . . . . . . . . . . . . . .157 

NoE 

APSN . . . . . . . . . . . . . . . . . . . . . . .405 

ECO-ENGINES . . . . . . . . . . . .26 

EURNEX . . . . . . . . . . . . . . . . . . .448 

HTA. . . . . . . . . . . . . . . . . . . . . . . . . .145 

MARSTRUCT . . . . . . . . . . . .151 

VISIONS . . . . . . . . . . . . . . . . . . .183 

STP 

2TRAIN . . . . . . . . . . . . . . . . . . . .423 

ADOPT. . . . . . . . . . . . . . . . . . . . .390 

ARCHES . . . . . . . . . . . . . . . . . . .260 

AVATARS . . . . . . . . . . . . . . . . . .263 

B-COOL . . . . . . . . . . . . . . . . . . . . .20 

BaWaPla . . . . . . . . . . . . . . . . . .160 

CAS. . . . . . . . . . . . . . . . . . . . . . . . . .218 

CATIEMON . . . . . . . . . . . . . . .302 

CHINOS . . . . . . . . . . . . . . . . . . .351 

CLEANENGINE . . . . . . . . . . .23 

CREATE3S . . . . . . . . . . . . . . . .197 

CREATING . . . . . . . . . . . . . . . .339 

CarCIM. . . . . . . . . . . . . . . . . . . . .200 

Cleanmould. . . . . . . . . . . . .203 

DE-LIGHT Transport 186 

DIFIS . . . . . . . . . . . . . . . . . . . . . . . .221 

DSS-DC. . . . . . . . . . . . . . . . . . . .370 

ECODISM . . . . . . . . . . . . . . . . .224 

ECODOCK 

(ex GREENDOCK) . . . . .227 

EU-MOP. . . . . . . . . . . . . . . . . . .230 

EUDDplus . . . . . . . . . . . . . . . .330 

EcoLanes . . . . . . . . . . . . . . . . .269 

Europac . . . . . . . . . . . . . . . . . . .304 

FIDEUS . . . . . . . . . . . . . . . . . . . .122 

FastRCargo . . . . . . . . . . . . . .354 

GIFT . . . . . . . . . . . . . . . . . . . . . . . . .163 

HANDLING WAVES. . .166 

HISMAR . . . . . . . . . . . . . . . . . . .233 

HOPE . . . . . . . . . . . . . . . . . . . . . . . . .68 

HOST . . . . . . . . . . . . . . . . . . . . . . .125 

HP FUTURE-Bridge . .272 

HYHEELS. . . . . . . . . . . . . . . . . . . .71 

HeavyRoute. . . . . . . . . . . . .429 

ILHYPOS . . . . . . . . . . . . . . . . . . . .83 

IMPECC2 . . . . . . . . . . . . . . . . . .107 

IMPROVE . . . . . . . . . . . . . . . . .169 

INFRACLEAR . . . . . . . . . . . .307 

INTERGAUGE . . . . . . . . . . .310 

INTRO . . . . . . . . . . . . . . . . . . . . . .393 

IPSY . . . . . . . . . . . . . . . . . . . . . . . . . . .39 

ISLE. . . . . . . . . . . . . . . . . . . . . . . . . .312 

ISTU . . . . . . . . . . . . . . . . . . . . . . . . .342 

ITARI . . . . . . . . . . . . . . . . . . . . . . . .278 

LITEBUS . . . . . . . . . . . . . . . . . . .189 

LOGBASED. . . . . . . . . . . . . . .345 

METHAPU . . . . . . . . . . . . . . . . . .41 

MISS . . . . . . . . . . . . . . . . . . . . . . . .396 

MODBRAKE . . . . . . . . . . . . .333 

NG2SHIPI/F. . . . . . . . . . . . . .315 

NR2C . . . . . . . . . . . . . . . . . . . . . . .281 

OFIENGINE . . . . . . . . . . . . . .206 

OPTO-EMI-SENSE. . . . .110 

Projects by Instruments 

OSH . . . . . . . . . . . . . . . . . . . . . . . . .236 

PAGODE . . . . . . . . . . . . . . . . . . . .47 

PISa . . . . . . . . . . . . . . . . . . . . . . . . .408 

PLUG . . . . . . . . . . . . . . . . . . . . . . .175 

POMEROL . . . . . . . . . . . . . . . . . .89 

POP&C . . . . . . . . . . . . . . . . . . . . .379 

POSSEIDON . . . . . . . . . . . . . . .50 

RAILCOM . . . . . . . . . . . . . . . . .317 

RC2 . . . . . . . . . . . . . . . . . . . . . . . . . .209 

REACT. . . . . . . . . . . . . . . . . . . . . .399 

ROTISII . . . . . . . . . . . . . . . . . . . . .239 

SAFE OFFLOAD . . . . . . . .177 

SAFE-RAIL. . . . . . . . . . . . . . . .284 

SAFECRAFTS . . . . . . . . . . . .382 

SAFEDMI. . . . . . . . . . . . . . . . . .411 

SAFEICE . . . . . . . . . . . . . . . . . . .385 

SAFEINTERIORS . . . . . . .414 

SAFETOW . . . . . . . . . . . . . . . .388 

SCOUT . . . . . . . . . . . . . . . . . . . . .287 

SECURCRANE . . . . . . . . . .357 

SEES . . . . . . . . . . . . . . . . . . . . . . . .242 

SHIPMATES . . . . . . . . . . . . . .245 

SIM . . . . . . . . . . . . . . . . . . . . . . . . . .420 

SMOOTH . . . . . . . . . . . . . . . . .180 

SPENS . . . . . . . . . . . . . . . . . . . . . .290 

SPURT. . . . . . . . . . . . . . . . . . . . . .320 

SUPERPROP . . . . . . . . . . . . .251 

ShipDismantl. . . . . . . . . . .254 

TOP EXPERT . . . . . . . . . . . . . . .56 

TOPMACS . . . . . . . . . . . . . . . . . .59 

TRAIN-ALL . . . . . . . . . . . . . . .426 

TRIAS . . . . . . . . . . . . . . . . . . . . . . .137 

TRIMOTRANS . . . . . . . . . . .360 

TURNOUTS . . . . . . . . . . . . . .296 

VISIONS . . . . . . . . . . . . . . . . . . .326 

WIDEM . . . . . . . . . . . . . . . . . . . .257 

457

458 

Projects by Contracts Numbers 

019848 HOPE . . . . . . . . . . . . . . . . . . . . . . . . . . 68 

019981 HYSYS . . . . . . . . . . . . . . . . . . . . . . . . . 77 

031483 DE-LIGHT Transport . . 186 

TCA3-CT-2003-506427 INMARE . . . . . . . . . . . . . . . . . . . . . 376 

TCA3-CT-2003-506525 ERTRAC . . . . . . . . . . . . . . . . . . . . . 442 

TCA3-CT-2004-506310 STEPS . . . . . . . . . . . . . . . . . . . . . . . . 134 

TCA3-CT-2004-506330 SAND.CORe . . . . . . . . . . . . . . . 192 

TCA3-CT-2004-506959 CONNECT . . . . . . . . . . . . . . . . . . 116 

TCA4-CT-2005-012409 SPREEX . . . . . . . . . . . . . . . . . . . . . 248 

TCA4-CT-2005-012457 CAESAR . . . . . . . . . . . . . . . . . . . . . 348 

TCA4-CT-2005-012497 AUTOSIM . . . . . . . . . . . . . . . . . . 142 

TCA4-CT-2005-012504 UNIACCESS . . . . . . . . . . . . . . . 323 

TCA4-CT-2005-516237 CALM II . . . . . . . . . . . . . . . . . . . . . . . 92 

TCA4-CT-2005-516332 NICHES . . . . . . . . . . . . . . . . . . . . . 128 

TCA4-CT-2005-516339 ACMARE (CA) . . . . . . . . . . . . 436 

TCA4-CT-2005-516401 CAREMAR . . . . . . . . . . . . . . . . . 439 

TCA5-CT-2006-031331 CANTOR . . . . . . . . . . . . . . . . . . . . . . 95 

TCA5-CT-2006-031365 ULYSSES . . . . . . . . . . . . . . . . . . . . . . 62 

TCA5-CT-2006-031372 EURFORUM . . . . . . . . . . . . . . . 119 

TCA5-CT-2006-031409 INQUEST . . . . . . . . . . . . . . . . . . . . . 98 

TCA5-CT-2006-031447 SIMBA . . . . . . . . . . . . . . . . . . . . . . . 452 

TCA5-CT-2006-031457 CERTAIN . . . . . . . . . . . . . . . . . . . . 266 

TCA5-CT-2006-031459 ALERT . . . . . . . . . . . . . . . . . . . . . . . 215 

TCA5-CT-2006-031487 SELCAT . . . . . . . . . . . . . . . . . . . . . . 417 

TCA5-CT-2006-031490 TRANSPOWER . . . . . . . . . . . 131 

TCA5-CT-2006-031495 ERTRAC II . . . . . . . . . . . . . . . . . . 445 

TCA5-CT-2006-031557 CAPOEIRA . . . . . . . . . . . . . . . . . 363 

TIP3-CT-2003-001653 Sustainable Bridges . . 293 

TIP3-CT-2003-502577 HyTRAN . . . . . . . . . . . . . . . . . . . . . . 80 

TIP3-CT-2003-506604 HYICE . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

TIP3-CT-2003-506652 MODTRAIN . . . . . . . . . . . . . . . . 336 

TIP3-CT-2003-506676 HERCULES . . . . . . . . . . . . . . . . . . . 32 

TIP3-CT-2004-506127 InterSHIP . . . . . . . . . . . . . . . . . . 148 

TIP3-CT-2004-506201 NICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

TIP3-CT-2004-506503 APROSYS . . . . . . . . . . . . . . . . . . 402 

TIP4-CT-2005-012526 INTEGRAIL . . . . . . . . . . . . . . . . 432 

TIP4-CT-2005-019973 MC-WAP . . . . . . . . . . . . . . . . . . . . . . 86 

TIP4-CT-2005-516195 GREEN . . . . . . . . . . . . . . . . . . . . . . . . . 29 

TIP4-CT-2005-516201 VIRTUE . . . . . . . . . . . . . . . . . . . . . . 157 

TIP4-CT-2005-516270 FELICITAS . . . . . . . . . . . . . . . . . . . . 65 

TIP4-CT-2005-516278 SAFEDOR . . . . . . . . . . . . . . . . . . 154 

TIP4-CT-2005-516288 SILENCE . . . . . . . . . . . . . . . . . . . . 104 

TIP4-CT-2005-516380 MODURBAN . . . . . . . . . . . . . . 172 

TIP4-CT-2005-516420 QCITY . . . . . . . . . . . . . . . . . . . . . . . 101 

TIP4-CT-2005-516465 SLC . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 

TIP5-CT-2006-031312 URBAN TRACK . . . . . . . . . . . 299 

TIP5-CT-2006-031315 CITYMOBIL . . . . . . . . . . . . . . . . 113 

TIP5-CT-2006-031373 HI-CEPS . . . . . . . . . . . . . . . . . . . . . . . 35 

TIP5-CT-2006-031406 FLAGSHIP . . . . . . . . . . . . . . . . . . 373 

TIP5-CT-2006-031415 INNOTRACK . . . . . . . . . . . . . . 275 

TIP5-CT-2006-031458 Railenergy . . . . . . . . . . . . . . . . . . 53 

TIP5-CT-2006-031486 EFFORTS . . . . . . . . . . . . . . . . . . . 366 

TIP5-CT-2006-031520 AC-DC . . . . . . . . . . . . . . . . . . . . . . . 195 

TNE3-CT-2003-506141 MARSTRUCT . . . . . . . . . . . . . 151 

TNE3-CT-2003-506257 APSN . . . . . . . . . . . . . . . . . . . . . . . . 405 

TNE3-CT-2003-506513 EURNEX . . . . . . . . . . . . . . . . . . . . 448 

TNE3-CT-2003-506520 ECO-ENGINES . . . . . . . . . . . . . . 26 

TNE4-CT-2005-516216 VISIONS . . . . . . . . . . . . . . . . . . . . 183 

TNE5-CT-2006-031316 HTA . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 

TST3-CT-2003-001708 LOGBASED . . . . . . . . . . . . . . . . 345 

TST3-CT-2003-505592 TURNOUTS . . . . . . . . . . . . . . . . 296 

TST3-CT-2003-505784 INFRACLEAR . . . . . . . . . . . . . 307 

TST3-CT-2003-505831 NR2C . . . . . . . . . . . . . . . . . . . . . . . . . 281 

TST3-CT-2003-505936 ROTISII . . . . . . . . . . . . . . . . . . . . . . 239 

TST3-CT-2003-506075 SEES . . . . . . . . . . . . . . . . . . . . . . . . . . 242 

TST3-CT-2003-506154 NG2SHIPI/F . . . . . . . . . . . . . . . 315 

TST3-CT-2003-506218 SAFE-RAIL . . . . . . . . . . . . . . . . . 284 

TST3-CT-2003-506243 ISTU . . . . . . . . . . . . . . . . . . . . . . . . . . 342 

TST3-CT-2003-506247 SAFEICE . . . . . . . . . . . . . . . . . . . . 385 

TST3-CT-2003-506316 ISLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 

TST3-CT-2003-506317 SAFETOW . . . . . . . . . . . . . . . . . . 388 

TST3-CT-2003-506354 DSS-DC . . . . . . . . . . . . . . . . . . . . . 370 

TST3-CT-2003-506401 SPURT . . . . . . . . . . . . . . . . . . . . . . . 320 

TST3-CT-2003-506437 ITARI . . . . . . . . . . . . . . . . . . . . . . . . . 278

TST3-CT-2003-506476 VISIONS . . . . . . . . . . . . . . . . . . . . 326 

TST3-CT-2003-506491 ECODOCK 

(ex GREENDOCK) . . . . . . . 227 

TST3-CT-2003-506507 IMPECC2 . . . . . . . . . . . . . . . . . . . 107 

TST3-CT-2003-506592 OPTO-EMI-SENSE . . . . . . 110 

TST3-CT-2004-506193 POP&C . . . . . . . . . . . . . . . . . . . . . . 379 

TST3-CT-2004-506402 SAFECRAFTS . . . . . . . . . . . . . 382 

TST3-CT-2004-506542 CREATING . . . . . . . . . . . . . . . . . 339 

TST3-CT-2004-506606 SHIPMATES . . . . . . . . . . . . . . . 245 

TST4-CT-2004-012404 GIFT . . . . . . . . . . . . . . . . . . . . . . . . . . 163 

TST4-CT-2004-516221 EU-MOP . . . . . . . . . . . . . . . . . . . . 230 

TST4-CT-2004-516230 OSH . . . . . . . . . . . . . . . . . . . . . . . . . . 236 

TST4-CT-2004-516235 MISS . . . . . . . . . . . . . . . . . . . . . . . . . 396 

TST4-CT-2005-012105 CATIEMON . . . . . . . . . . . . . . . . 302 

TST4-CT-2005-012344 INTRO . . . . . . . . . . . . . . . . . . . . . . . 393 

TST4-CT-2005-012394 B-COOL . . . . . . . . . . . . . . . . . . . . . . . 20 

TST4-CT-2005-012405 FIDEUS . . . . . . . . . . . . . . . . . . . . . . 122 

TST4-CT-2005-012440 Europac . . . . . . . . . . . . . . . . . . . . 304 

TST4-CT-2005-012462 AVATARS . . . . . . . . . . . . . . . . . . . 263 

TST4-CT-2005-012471 TOPMACS . . . . . . . . . . . . . . . . . . . . 59 

TST4-CT-2005-012534 TRIAS . . . . . . . . . . . . . . . . . . . . . . . . 137 

TST4-CT-2005-012555 HOST . . . . . . . . . . . . . . . . . . . . . . . . 125 

TST4-CT-2005-012560 SAFE OFFLOAD . . . . . . . . . 177 

TST4-CT-2005-012561 ShipDismantl . . . . . . . . . . . . 254 

TST4-CT-2005-012585 HISMAR . . . . . . . . . . . . . . . . . . . . . 233 

TST4-CT-2005-019351 POMEROL . . . . . . . . . . . . . . . . . . . 89 

TST4-CT-2005-516196 WIDEM . . . . . . . . . . . . . . . . . . . . . . 257 

TST4-CT-2005-516205 INTERGAUGE . . . . . . . . . . . . . 310 

TST4-CT-2005-516219 SUPERPROP . . . . . . . . . . . . . . 251 

TST4-CT-2005-516233 REACT . . . . . . . . . . . . . . . . . . . . . . . 399 

TST4-CT-2005-516271 TRIMOTRANS . . . . . . . . . . . . 360 

TST4-CT-2005-516290 SCOUT . . . . . . . . . . . . . . . . . . . . . . 287 

TST4-CT-2005-516333 ECODISM . . . . . . . . . . . . . . . . . . 224 

TST4-CT-2005-516359 ADOPT . . . . . . . . . . . . . . . . . . . . . . 390 

TST4-CT-2005-516360 DIFIS . . . . . . . . . . . . . . . . . . . . . . . . . 221 

TST4-CT-2005-516369 RAILCOM . . . . . . . . . . . . . . . . . . . 317 

TST4-CT-2005-516561 CAS . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 

TST4-CT-2005-518307 ILHYPOS . . . . . . . . . . . . . . . . . . . . . . 83 

TST4-CT-2005-518344 HYHEELS . . . . . . . . . . . . . . . . . . . . . 71 

TST5-CT-2006-031092 OFIENGINE . . . . . . . . . . . . . . . . 206 

TST5-CT-2006-031236 RC2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 

TST5-CT-2006-031241 CLEANENGINE . . . . . . . . . . . . . 23 

TST5-CT-2006-031260 SAFEINTERIORS . . . . . . . . . 414 

TST5-CT-2006-031272 ARCHES . . . . . . . . . . . . . . . . . . . . 260 

TST5-CT-2006-031321 LITEBUS . . . . . . . . . . . . . . . . . . . . 189 

TST5-CT-2006-031324 2TRAIN . . . . . . . . . . . . . . . . . . . . . . 423 

TST5-CT-2006-031348 SIM . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 

TST5-CT-2006-031360 PISa . . . . . . . . . . . . . . . . . . . . . . . . . . 408 

TST5-CT-2006-031382 IMPROVE . . . . . . . . . . . . . . . . . . . 169 

TST5-CT-2006-031392 SMOOTH . . . . . . . . . . . . . . . . . . . 180 

TST5-CT-2006-031404 PAGODE . . . . . . . . . . . . . . . . . . . . . . 47 

TST5-CT-2006-031410 IPSY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 

TST5-CT-2006-031413 SAFEDMI . . . . . . . . . . . . . . . . . . . 411 

TST5-CT-2006-031414 METHAPU . . . . . . . . . . . . . . . . . . . 41 

TST5-CT-2006-031418 CHINOS . . . . . . . . . . . . . . . . . . . . . 351 

TST5-CT-2006-031461 HeavyRoute . . . . . . . . . . . . . . 429 

TST5-CT-2006-031462 CarCIM . . . . . . . . . . . . . . . . . . . . . . 200 

TST5-CT-2006-031467 SPENS . . . . . . . . . . . . . . . . . . . . . . . 290 

TST5-CT-2006-031471 TOP EXPERT . . . . . . . . . . . . . . . . 56 

TST5-CT-2006-031473 POSSEIDON . . . . . . . . . . . . . . . . . 50 

TST5-CT-2006-031477 PLUG . . . . . . . . . . . . . . . . . . . . . . . . . 175 

TST5-CT-2006-031488 CREATE3S . . . . . . . . . . . . . . . . . . 197 

TST5-CT-2006-031489 HANDLING WAVES . . . . 166 

TST5-CT-2006-031498 MODBRAKE . . . . . . . . . . . . . . . 333 

TST5-CT-2006-031517 TRAIN-ALL . . . . . . . . . . . . . . . . 426 

TST5-CT-2006-031522 HP FUTURE-Bridge . . . . 272 

TST5-CT-2006-031528 Cleanmould . . . . . . . . . . . . . . 203 

TST5-CT-2006-031529 BaWaPla . . . . . . . . . . . . . . . . . . . . 160 

TST5-CT-2006-031530 EcoLanes . . . . . . . . . . . . . . . . . . . 269 

TST5-CT-2006-031548 SECURCRANE . . . . . . . . . . . . 357 

TST5-CT-2006-031554 FastRCargo . . . . . . . . . . . . . . . 354 

TST5-CT-2006-031555 EUDDplus . . . . . . . . . . . . . . . . . 330 

459

460 

Index of Participants 

‘Ovidius’ University of Constanta - Center for Advanced Engineering Sciences . . . . . . . . . . . . . . . . . . . . . 186, 366 

01dB Acoustics & Vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

A&P Tyne Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 

A-ROSA Flussschiff GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 

A.P. Moller - Maersk A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Aabo Akademi University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Aachen University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

AALBORG INDUSTRIES A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Aalborg University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411 

AB Sandvik Tamrock Tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 

ABAMOTOR ENERGIA, SL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

ABAQUS Europe BV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

ABB Schweiz AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

ABB Turbo Systems Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

ACCIONA S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 

Accon GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Acoustic Control Laboratories AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101 

ADAC e.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

Adam Mickiewicz University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92, 104 

Adam Opel AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142, 212 

Adaptive Materials Technology - ADAPTAMAT OY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Administrador de Infraestructuras Ferroviarias. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 432 

Administration de l’Equipement et des Déplacements Brussels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Administração do Porto de Lisboa/Lisbon Port Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Adriatica Riciclaggio e Ambiente s.r.l.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

ADROP Feuchtemesstechnik GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80, 86 

Advanced Combustion GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

Advanced Transport Systems Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

AEA Technology Rail BV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 432 

Aerosol and Particle Technology Laboratory / Center for Research and Technology Hellas / 

Chemical Process Engineering Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 39, 47, 56 

AET d.o.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

AF MICADO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

AGE, European Older People’s Platform. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 

Agenzia per i Trasporti Autoferrotranviari del Comune di Roma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Aggregate Industries UK Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Ahlstrom Glassfi bre OY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

AITEMIN - Asociación para la Investigación y Desarrollo Industrial de los Recursos Naturales . . . . . . . . . . . .287 

Akdeniz University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Aker MTW Werft GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 183 

Aker Yards Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 

Aker Yards S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148, 236, 373 

Aker Yards S.A. (Chantiers de l’Atlantique) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

Akron . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Akzo Nobel Surface Chemistry AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

ALCAN Airex AG, Werk Altenrhein . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

ALCATEL CIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

ALCATEL TAS Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Alexandra Shipping Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

Alfa Products & Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 299 

ALMA Consulting Group S.A.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172, 224, 333, 336 

Alma Mater Studiorum Università di Bologna. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

Alpha Ship Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Alstom Chantiers de l’Atlantique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 163, 183 

ALSTOM Ferroviaria. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 

Alstom Power Conversion SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

ALSTOM Transport SA . . . . . . . . . . . . . . . . . . . . . . . . .53, 104, 172, 212, 275, 299, 304, 317, 330, 333, 336, 414, 432

Altair Special Maritime Enterprise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Amec Spie Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

ANEM SA (Development Company of Magnesia SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Angus Transport Forum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Anie Federation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

ANSALDO FUEL CELLS S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

Ansaldo Segnalamento Ferroviario S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 411 

Ansaldo Trasporti - Sistemi Ferroviari S.P.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

AnsaldoBreda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

ANSALDOBREDA S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53, 172, 317, 320, 333, 336, 432 

ANSERI - Consultants Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

ANSYS Europe Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Ansys Germany GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Antalya Greater Municipality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Anthony, Patrick and Murta Lda . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

APC Composit AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

APS energia Sp. z o.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

Arbeitsgemeinschaft paneuropaischer Korridor X Ges.n.BR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307, 302 

ARC Seibersdorf research GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

ARCELOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Arcotronics Industries S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

Arctic and Antarctic Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

Aristotle University of Thessaloniki . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366, 396 

Aristotle University of Thessaloniki, Laboratory of Applied Thermodynamics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

Arizona Chemical B.V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

ARMINES - Association pour la Recherche et le Développement des Méthodes et Processus Industriels. .287 

ARTTIC Israel - Halevi Dweck & Co . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

ARTTIC SA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 304 

ArvinMeritor Emission Technologies GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 

ASME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Asociacion Centro de Tecnologias de Interaccion Visual y Comunicaciones . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

ASOCIACION NACIONAL DE AGENTES MARPOL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

ASSOCIACAO DE ARMADORES DA MARINHA DE COMERCIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Association of European Railway Industries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172, 275, 333, 336 

Association of Train Operating Companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Association pour la Recherche et le Développement des Méthodes et Processus Industriels. . . . . . . . . 20, 399 

Associação Brasileira de Engenharia Automotiva . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

ASSTRA - Associazione Trasporti . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 

AT Bremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

ATAF S.P.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

ATB Technologies GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

ATOC Ltd (Association of Train Operating Companies) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

AtosOrigin SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

AURENSIS, S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230, 248 

Austrian Research Centre Seibersdorf Research GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

Autobahndirektion Südbayern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

Autokut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Autoliv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

AUTORIDAD PORTUARIA DE GIJON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388 

Autoritat del Transport Metropolità . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 

AUTOSTRADE CONCESSIONI E COSTRUZIONI AUTOSTRADE S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

Autostrade per l’Italia S.p.A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 260 

Autoterminal S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

Autre Porte Technique Global . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Autronica Fire and Security AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

AVEVA AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Avin Oil Trader Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

461

462 

AVIV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

AVL List GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23, 26, 29, 35, 44, 62, 65, 77, 92, 104, 442, 445 

AVL UK Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

AZD PRAHA s.r.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .411 

B.V. Scheepswerf Damen Bergum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Bahamas Maritime Authority. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215 

Baikowski Chimie. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

BALance Technology Consulting GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160, 169, 183, 186, 192, 382 

Balfour Beatty Rail Projects Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Ballast Safe Filtration Company . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

Banverket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53, 275, 293, 304 

Bari Fonderie Meridionali . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 

Bart Boon Research and Consultancy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 

Basmiler Equipamentos Rodoviarios De Norte . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

Bassin d essais des carenes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

BASSIN D’ESSAIS DES CARENES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157, 236 

BAST - Bundesanstalt fuer Strassenwesen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Belgian Road Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98, 281 

Berliner Verkehrbetriebe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

BERTOLOTTI S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357 

Bertrandt AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

BERU Aktiengesellschaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

BESTinCLASS France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

BESTinCLASS Switzerland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

Birmingham City Council . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

BIURO INZYNIERSKIE Eur Ing JERZY BERNATOWICZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 

Blohm + Voss Repair GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 

BLS Lötschbergbahn AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 

BMT Transport Solutions GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 

BMW - Bayerische Motoren Werke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71, 195 

BMW Forschung und Technik GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 

Bodycote Varmebehandling A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Bolton Institute of Higher Education . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

Bombardier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414 

Bombardier Transportation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 186 

Bombardier Transportation (Holdings) Germany GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 333, 336 

Bombardier Transportation GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 330 

Bombardier Transportation Sweden AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

Bombardier Transportation UK Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

BP plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 

BPE International Dr.Hornig GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

Brandenburg University of Technology Cottbus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Bremen Strassenbahn AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Bristol City Council . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

British Maritime Technology Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 183, 230, 363, 366, 370, 373, 376, 382, 388 

Broder AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

BRODRENE AA AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

BRUITPARIF - Observatory for Noise in the Ile-de-France region . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Brunel University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 44 

Brussels Institute for Environmental Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Brüel & Kjaer Sound & Vibration Measurement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Buck Consultants International. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 

Budapest University of Technology and Economics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 339, 360, 411, 448 

Building Research Establishment Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

Bundesanstalt für Strassenwesen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 

BUREAU MAURIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230 

Bureau Veritas . . . . . . . . . . . . . . . . . . . . . . 151, 157, 160, 169, 180, 192, 197, 215, 218, 339, 373, 379, 382, 388, 436

Buro Happold Polska Sp.s.o.o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 

Business Corlett - Three Quays Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

BVG - Berliner Verkehrsbetriebe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

C.R.F. Centro Ricerche FIAT . . . . . . . . . . . . . . . . . . . . . . . . 402, 420, 426, 23, 29, 35, 44, 47, 56, 59, 71, 77, 110, 113, 

CAD-FEM GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142, 405 

CaetanoBus - Fabricação de Carroçarias S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

CAEvolution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Canal de Experiencias Hidrodinámicas de EI Pardo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 

Capacity Allocation Offi ce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

Cardiff University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Cargo Center Graz Betriebsgesellschaft mbh & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

CargoTechnologies GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125, 354 

Carillion Construction Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Carnival Corporate Maritime Aff airs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Carnival plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 233, 370, 373, 382, 

CCM Centre for Concepts in Mechatronics B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

CCS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

CEA - Commissariat à l’Energie Atomique. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Cellbond Composites Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

Center for Innovation in Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Center for Research & Technology Hellas Chemical Process Engineering Research Institute. . . . . . . . . . . . . .107 

Center for Traffi c Sciences at the University of Wuerzburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423, 426 

Center of Documentation, Research and Experimentation on accidental water pollutions . . . . . . . . . . . . . . .236 

Center of Maritime Technologies e.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169, 183, 186, 192, 197, 379 

Centraal Bureau voor de Rijn - en Binnenvaart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Centre d’Etudes Techniques Maritimes et Fluviales. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Centre de Documentation, de Recherche et d’Expérimentations sur les pollutions accidentelles des eaux. .248 

Centre for Research and Technology - Hellas. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195, 426 

Centre for Research and Technology Hellas/Hellenic Institute of Transport . . . . . . . . . . . . . . . . . . . . . . . . . 396, 448 

Centre International de Mètodes Numèrics en Enginyeria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Centre National de la Recherche Scientifi que . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

Centre National de la Recherche Scientifi que - Délégation Normandie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

Centre Scientifi que et Technique du Bâtiment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 

Centro de Estudios Tecnico-Maritimos, Sociedad Limitada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230 

Centro de Estudios y Experimentación de Obras Públicas – CEDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Centro Estudios Investigaciones Técnicas de Gipuzkoa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Centro Internacional de Investigacion de los Recursos Costeros . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

Centro Interuniversitario di Ricerca Per lo Sviluppo Sostenibile 

(Interuniversity Research Centre on Sustainable Development) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Centro interuniversitario ricerca trasporti (Inter-Uni Transport Research Centre) . . . . . . . . . . . . . . . . . . . . . . . .448 

Centro per gli Studi di Tecnica Navale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 183 

Centro Ricerche Fiat S.c.p.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 62, 80, 104, 200, 212, 442, 445 

Centro Sviluppo Materiali SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Centro Tecnologico Del Mar, Fundación Cetmar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Centrum dopravniho výzkumu. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260, 266, 290 

Centrum Naukowo-Techniczne Kolejnictwa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417, 448 

Centrum Techniki Okrętowej S.A. - Ship Design and Research Centre S.A. . . . . . . . . . . . . . . . . .145, 151, 197, 366 

CERAMICX IRELAND Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

CERTU - Centre d’Etudes sur les réseaux, les transports, l’urbanisme et les constructions publiques. . . . . .119 

Cesko-Saske Pristavy s.r.o. (Tschechisch-Sächsische Häfen GmbH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

Ceské Dráhy a.s. (CD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

Ceské dráhy akciová spolecnost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 304, 330 

Ceské vysoké uceni technické v Praze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 44 

CETENA S.p.A. - Centro per gli Studi di Tecnica Navale. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86, 151, 245 

Chalmers Tekniska Hoegskola . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Chalmers Tekniska Hoegskola Aktiebolag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

Chalmers University of Technology. . . 26, 29, 32, 47, 95, 145, 151, 157, 212, 275, 278, 293, 385, 402, 405, 448 

463

464 

Chamberlain Plastics Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

China National Intelligent Transport System Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

Choren Design & Consulting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 

CIDAUT - Fundación para la Investigación y Desarrollo en Automoción . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 420 

CIDEON Engineering Bautzen GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307, 360 

CIMA Kft - Center for Impact Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

CIRPS - University of Rome ‘La Sapienza’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 

City Hall of Sibiu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

City of Graz. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

City of Görlitz. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

City of Munich. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

City of Niš- Department for communal aff airs, energetics and traffi c. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

City of Stockholm, Environment and Health Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 

City University, London . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110, 293 

CNR-Istituto di Studi sui Sistemi Intelligenti perl’Automazione . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

CNRS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Cogifer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 

Color Line Marine AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Columbus Shipmamagement GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Comau S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

COMAU spa – BU Engineering - UTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Commissariat à l’Energie Atomique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89, 107, 200, 212, 221, 302 

Committee of the European Shipbuilders Associations asbl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

Community of EU Shipbuilders Association a.s.b.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 

Community of European Shipyards Associations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373, 436 

Companhia do Metro de Sao Paolo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Compania Nationala di Drumuri Nationale din Romania, prin DRDP Iasi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Componenta Pistons Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Composite Damping Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 299 

Computational Dynamics Limited. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Comune dell’Aquila. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Comune di Genova, Unità di Progetto Piano Urbano della Mobilità e Trasporti . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Comune di Roma Dipartimento VII Politiche della Mobilità . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

CONCAWE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442, 445 

Concept Technologie GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

CONFEDERACION COORDINADORA ESTATAL DE MINUSVALIDOS FISICOS DE ESPAÑA . . . . . . . . . . . . . . . . . . .323 

Confederazione Italiana Armatori . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Connekt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 

Conoship International BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

CONSEJO SUPERIOR DE INVESTIGACIONES CIENTIFICAS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Consejo Superior de Investigaciones Científi cas - Centro Nacional de Microelectrónica . . . . . . . . . . . . . . . . . . 77 

Conservatoire National des Arts et Métier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

Consiglio Nazionale delle Ricerche . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Consiglio Nazionale delle Ricerche - Istituto di Scienza e Tecnologie dell’Informazione . . . . . . . . . . . . . . . . . .411 

Consiglio Nazionale delle Ricerche - ITAE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 

Consorzio Armatori per la Ricerca S.r.l (Italian Shipowners Research Consortium) . . . . . . . . . . . . . 373, 376, 388 

Consorzio Nazionale Interuniversitario per i Transporti e la Logistica . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 448 

Consorzio per la Ricerca e lo Sviluppo di Tecnologie per il Trasporto Innovativo - Consorzio TRAIN. . . . . . 348 

CONSTRUCCIONES NAVALES PAULINO FREIRE S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

CONSTRUCCIONES Y AUXILIAR DE FERROCARRILES, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Consultores Investigación Tecnológica S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

CONSULTRANS S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221, 230, 248, 366 

Conti Temic microelectronic GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

Continental AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104, 195 

Continental Teves AG & Co. oHG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

ConTraffi c GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Converteam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175

Copenhagen Business School . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

Cork Institute of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Corus Technology B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

CORUS Technology BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 

Corus UK Ltd, trading as Corus Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 275 

CORYS Training & Engineering Support Systems S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 423 

Council of European Municipalities and Regions / Conseils des Communes et Régions d’Europe . . . . . . . .128 

COWI A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Cracow University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39, 44 

Cranfi eld Impact Centre Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

CS & Associates Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

CSEE Transport SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

CSEM Centre Suisse d’Electronique et de Microtechniques SA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 

CSST - Centro Studi Sui istemi di Trasporto S.p.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

CTD Container-Transport-Dienst GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

CTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

CYBERNETIX S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 

Cybernetix SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218, 239, 302, 307 

Czech Railways - Railway Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65, 257, 448 

Czech Technical University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Czech Technical University in Prague . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Czech Technical University in Prague, Faculty of Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Czech Technical University in Prague, Faculty of Transportation Sciences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

D’Appolonia S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 154, 284, 336, 366, 432 

DAF Trucks NV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Daido Industrial Bearings Europe Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

DaimlerChrysler AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29, 44, 62, 68, 77, 80, 89, 212, 402, 405 

DAINESE S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

DALPHI METAL ESPAÑA, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

Dalphimetal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Damen Shipyards Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180, 197 

Damill AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

DANAOS MANAGEMENT CONSULTANTS LTD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Danaos Shipping Co. Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Danish Maritime Authority. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Danish Road Institute - Road Directorate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 

Danish Transport Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Danube Project Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Datenbank Bremische Haefen AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Dautel GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

DB Netz AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

DDC svetovanje inženiring, Družba za svetovanje in inženiring, d.o.o.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290 

Debonding Limited. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

Degussa AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83, 200 

Deiulemar Compagnia di Navigazione S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Dekla pscrl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

DEKRA Automobil GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 420 

Delft University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 197, 275, 326, 339, 448 

Delphi Automotive Systems Luxembourg S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 107 

Delphi Diesel Systems Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 44 

Deltamarin Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Department of Electronics - University of Pavia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

Department of Information Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326 

Department of Mechanical Nuclear and Production Engineering - University of Pisa . . . . . . . . . . . . . . . . . . . .420 

Design Naval & Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

DesignTech Sweden AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Det Norske Veritas AS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41, 151, 154, 163, 177, 186, 227, 345, 376, 390 

465

466 

Deuta Werke GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330, 336, 432 

Deutsche Bahn AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 293, 304, 317, 333, 336, 414, 417 

Deutsche Bahn AG, DB Training (DB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

Deutsche Gesellschaft für Technische Zusammenarbeit GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 

Deutsche Post AG / DHL Express Deutschland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

Deutsches Zentrum für Luft- und Raumfahrt e.V.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32, 71, 212, 417, 448 

DEUTZ AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

Development Centre for Ship Technology and Transport Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 180, 183 

DFDS A/S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 390 

DFDS Tor Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

DHI - Water and Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177, 248 

Die Ingenieurswerkstatt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

DIEFFENBACHER GMBH + CO. KG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Dienst Weg- en Waterbouwkunde, Ministerie van Verkeer en Waterstaat, 

Directoraat Generaal Rijkswaterstaat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

Diepens & Okkema . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

DIMETRONIC S.A. Representing Invensys Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Dipartimento di Idraulica Trasporti e Strade Università degli Studi di Roma . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Dipartimento di Ingegneria Chimica e di Processo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 

Dirreccion General de Transportes, COPT, Junta de Andalucia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Diseno Industrial ITALDESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Disseny de Sistemes i Desenvolupament, Barcelona . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Division IFE Doorsystem Knorr Bremse GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 336 

DLR - German Aerospace Center . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

DMA s.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307 

DMR Consulting (Estrategia y Tecnologías de la Información), S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

Dopravni podnik hl. m. Prahy, a.s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

DORIS Engineering S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163, 366 

Dow Deutschland Gmbh. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

DOW EUROPE Gmbh - Freienbach Branch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Dr. Ing. Reiner Foerst GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

DSD - Disseny de Sistemes i Desenvolupament S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

DST - Europaeisches Entwicklungszentrum fuer Binnen- und Kuestenschiff ahrt. . . . . . . . . . . . . . . . . . . . . . . . .339 

Dublin Institute of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Dublin Port Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Dynamics, Structures & Systems International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 257, 296, 299, 320, 336 

Dynamore GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

EAO Lumitas GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

Easi Engineering GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

ECA S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122, 357 

ECCON - Engineering Computer Consulting Gmbh . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 

ECN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Ecocat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

ECOCAT OY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

Ecole Centrale de Lille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Ecole Centrale de Nantes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

Ecole d’ingénieurs de Genève . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

ECOLE NATIONALE SUPERIEURE DE CHIMIE PHYSIQUE DE BORDEAUX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

Ecole Polytechnique Federale de Lausanne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77, 260, 281 

Ecole Supérieure d’Electricité . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 

ECTRI - European Conference of Transport Research Institutes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119 

EFIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

EFTEC AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

EICAS Automazione S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

EM - Microelectronic Marin - The Swatch Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 

emkamatik GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

EMTA - European Metropolitan Transport Authorities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119

ENEA - Italian National Agency for New Technologies Energy and the Environment . . . . . . . . . . . . . . . . . . . . .357 

Eneftech Innovation S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

Energieonderzoek Centrum Nederland. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Energy Research Centre of the Netherlands. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 

Engin Soft Trading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Engineering Research Nordic AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Enginsoft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

ENOTRAC UK Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

ENQ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Ente per le Nuove Tecnologie, l’Energia e l’Ambiente (ENEA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77, 83 

Environment Park S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Environmental Protection Engineering S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230, 236, 366 

EPCOS AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 

Ernst Basler + Partner GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Ernst Wittner GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

ERTICO - European Road Transport Telematics Implementation Coordination Organisation . . . . . . . . . . . . .429 

ESG Elektroniksystem- und Logistik-GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

ESI Software. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212, 402, 405 

Estaleiros Navais de Viana do Castelo, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148, 151, 197, 245 

Esterel Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

ETRA Investigación y Desarollo S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113, 116 

Eurailscout B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302, 307 

Euro-Projects (LTTC) Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 

Eurocities asbl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 

Eurogate Technical Services GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Eurolum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

European Academy of the Urban Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

European Asssociation of Automotive Suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 

European Commission - DG JRC - IPSC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

European Commission - Directorate General Joint Research Centre. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

European Commission - Joint Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 272, 366 

European Commission - Joint Research Centre - Institute for Prospective Technological Studies . . . . . . . . .134 

European Community Shipowners’ Associations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373, 376, 436 

European Dredging Association. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436 

European Federation of Inland Ports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

European Federation of Railway Track Work Contractors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

European Intermodal Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 

European Marine Equipment Council . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373, 436 

European Network on Independent Living . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 

European Oil and Gas Innovation Forum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183, 436 

European Research Consortium for Informatics and Mathematics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

European Research Programme Consulting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

European Road Transport Telematics Implementation Coordination Organisation s.c.r.l. . . . . . . . . . . . .445, 452 

European Transport and Telematics Systems Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

European Tyre Recycling Association . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

European Union Road Federation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 

EUROVIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

EVIMAR A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

EVO/ESO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Exmar Marine NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

F.I.R.A.D. S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

Fachhochschule Esslingen, Hochschule für Technik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

Faculty of Civil Engineering, University Zagreb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 

Faculty of Mechanical Engineering and Naval Architecture, University of Zagreb. . . . . . . . . . . . . . . . . . . . . . . .192 

Faiveley Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .304 

Faiveley Transport Italy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .333 

Faiveley Transport Piossasco . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

467

468 

FAR Systems spa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Faurecia Service Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 442, 445 

Faurecia Sièges d’Automobile S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

Federal Institute for Materials Research and Testing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23, 284, 293 

FEDERAL-MOGUL-FRIEDBERG GMBH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Federation of European Motorcyclists’ Associations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Federation of European Private Port Operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .436 

FEHRL - Forum of European National Highway Research Laboratories . . . . . . . . . . . . . . . . . . . . . . . . . 92, 104, 429 

Ferriere Nord S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290 

Ferrocarril Metropolità de Barcelona S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 299 

Ferrocarrils de la Generalitat de Catalunya . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 

FEV Motorentechnik GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 29, 35, 39, 44, 62 

FIAT AUTO SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224, 402 

FiberSensing - Sistemas Avançados de Monitorização, S. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Fiberware GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 

FINCANTIERI - Cantieri Navali Italiani S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86, 148, 154, 245, 376 

Finnish Maritime Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

Finnish Rail Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Finnish Road Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

FiReCo AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Fischer AG Präzisionsspindeln. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

Flensburger Schiff bau Gesellschaft mbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . 148, 151, 154, 192, 345, 382, 390 

FLOWTECH International AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

FMC Energy Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

FORCE Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 366, 390 

Force Technology (for European Co-operation in Maritime Research - ECMAR) . . . . . . . . . . . . . . . . . . . . . . . . . .436 

Ford Forschungszentrum Aachen GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 44, 74, 242, 442, 445 

FORD OTOMOTIV SANAYI A.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

Ford-Werke AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 

Foreship . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

Formação Desenvolvimento e Investigação, SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

Forschungs- und Anwendungsverbund Verkehrssystemtechnik / TSB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 432 

Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin - FAV . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Forschungs- und Anwendungsverbund Verkehrssystemtechnik Berlin /TSB. . . . . . . . . . . . . . . . . . . . . . . 330, 448 

Forschungsgesellschaft für Arbeitsschutz und Arbeitsphysiologie e.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Forschungsgesellschaft Mobilitaet gemeinnützige GmbH FGM-AMOR Austrian Mobility Research . . . . . .131 

Forschungszentrum des Deutschen Schiff baus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 227 

Forum of European National Highway Research Laboratories . . . . . 98, 260, 266, 281, 290, 393, 442, 445, 452 

FOTEC Forschungs- und Technologietransfer GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

Foundation Inasmet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

Foundation INASMET-Tecnalia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 

Fr. Fassmer GmbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 382 

Fr. Lürssen Werft (GmbH & Co. KG). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

Frateur de Pourcq . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 296 

Fraunhofer Gesellschaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Fraunhofer Institut für Werkstoff mechanik. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Fraunhofer Institut für System- und Innovationsforschung (ISI). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137 

Fraunhofer Institut Verkehrs und Infrastruktursysteme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65 

Fraunhofer-Gesellschaft zur Förderung 

der angewandten Forschung e.V. . . . . . . . . . . . . . . . . . . . . . . 68, 122, 186, 200, 212, 230, 257, 320, 402, 405, 448 

Freinrail SA EUROTELEC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

French National Institute for Transport and Safety Research - INRETS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 448, 426 

FRENSISTEMI srl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 336 

FRESTI - Sociedade de Formação e Gestão de Navios, Lda.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 345 

Friedrich-Alexander-Universität Erlangen-Nürnberg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

FRIENDSHIP-Systems GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

Fritsch Chiari & Partner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299

Frog Navigation Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

FTSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

FTSS Europe B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

FUCHS Europe Schmierstoff e GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

FuMA-Tech Gesellschaft für Funktionelle Membranen und Anlagentechnologie mbH . . . . . . . . . . . . . . . . . . . . 77 

Fundacion CARTIF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Fundacion Comunidad Valenciana Region Europa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Fundació Politècnica de Catalunya-Universitat Politècnica de Catalunya . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

Fundación CIDAUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 

Fundación de la Comunidad Valenciana para Investigación, 

Promoción y Estudios Comerciales de Valenciaport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Fundación GAIKER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

Fundación LABEIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142, 272 

Fundación para la Investigación y Desarrollo en Automoción - Cidault. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405, 414 

Fundación TEKNIKER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23, 50, 209 

Fundiciones del Estanda, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

FUNDICIONES PORTUGUESAS LIMITADA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

Furrer+Frey AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 

Fédération des Industries Ferroviaires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

G Impuls Praha spol s.r.o.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

G-Impuls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

G. Transport 96 Forwarding Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

GAC Shipping SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Gateway Strategic Consultancy Services, SL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Gaz de France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Gdansk University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382, 439 

GdV Gesamtverband der Deutschen Versicherungswirtschaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

GEA J-M. Vallotton et T. Chanard SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Geest North Sea Line bv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 

Gemeente Groningen (Municipality of Groningen). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Generalitat Valenciana . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

German Insurance Institute for Traffi c Engineering (GDV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Germanischer Lloyd AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32, 151, 154, 157, 183, 218, 373, 385 

GESAC Inc. (European Operations) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Getrag Ford Transmissions GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

GILLET GMBH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

GKSS Forschungszentrum Geesthacht GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 390 

Global Light Industries GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Goldschmidt Thermit GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Goodyear SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Gothenburg - Traffi c and Public Transport Authority - Environmental Offi ce. . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Graaltech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

Grand Lyon - Communaute Urbaine de Lyon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

Graz University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Graz University of Technology, Institute for Chemical Technology of Inorganic Materials, 

Christian Doppler Laboratory for Fuel Cell Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

Green Dino Virtual Realities BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Greisch Ingenierie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

Grieg Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345 

Grimaldi Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

Grupo Antolin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Grupo Antolin FFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

Grupo Interés Accesibilidad Transporte. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 

GRUPPO GRIMALDI NAPOLI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 

GUASCOR INVESTIGACIÓN Y DESARROLLO, S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

Hamburg Port Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Hamburgische Schiff bau-Versuchsanstalt GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 157, 166, 385 

469

470 

Hapag-Lloyd CONTAINER LINIE GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Harland & Wolff Heavy Industries Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Havenbedrijf Oostende . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Head Acoustics GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

HEATform GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Hebrew University of Jerusalem. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Heijmans Infra. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Helsinki University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32, 151, 157, 192, 439 

Helsinki University of Technology/Ship Laboratory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 385 

Herbert Software Solutions - Europe Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379 

Herbertus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Heriot-Watt University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248, 432 

HIDTMA, S.L.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Hochschule Bremen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

Hochschule für Angewandte Wissenschaften Hamburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

Hoerbiger Valve Tec GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Holland America Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 

Holset Engineering Co. Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

Hoyer Group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

Hungarian State Railways Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330, 432 

Huntsman Advanced Materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

Hydro Aluminium a.s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Hydro Alunova a.s (Hydro Aluminium Precision Tubing Tonder a.s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 

I.S.I.S Ingénierie des Systèmes d’Information et de Sécurité S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 

i2dm Consulting and Development GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

IAS Institut für Arbeits- und Sozialhygiene Stiftung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

IB KRATES OÜ. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 

IBDiM - Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute. . . . . . . . . . . . . . . . . . . . . . . . . .287 

IBEO Automobile Sensor GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

IDIADA Automotive Technology SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

IDMEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

IFP-Sicomp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

IGS HIGH TECH B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

IKA/RWTH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

IMAWIS - Maritime Wirtschafts- und Schiff bauforschung GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

IMO (International Maritime Organisation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379 

IMPACTS EUROPE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

Imperial College London. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Imperial College of Science, Technology and Medicine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65, 80, 177, 366, 405 

Imtech . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 

Imtech Marine & Off shore B.V.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197, 339 

Indian Institute of Technology, Bombay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 

INDRA SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

Indumetal Recycling, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

Industrial Systems Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 

Industriale srl. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

INESC Porto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Infrastructure System Operations and ITS Laboratory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

Ingegneria dei Trasporti srl. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Ingeniería de Sistemas para la Defensa de España, S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116, 366, 373 

INMATEC Technologies GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .200 

Innovative Trade and Product Strategies GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 

INPROSIM GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

INRETS - Institut National de Recherche sur les Transports et leurs Securite . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

INRIA - Institut National de Recherche en Informatique et en Automatique . . . . . . . . . . . . . . . . . . . . . . . . 113, 399 

INSTITUT F. TECHNISCHE VERBRENNUNG UNIVERSITAT HANNOVER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Institut Français de Recherche pour l’Exploitation de la Mer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221

Institut Français du Pétrole. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 29, 35, 39, 44, 47, 62, 74 

Institut fuer Holztechnologie Dresden gGmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

Institut fuer Kunststoff verarbeitung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

INSTITUT FUER MIKROTECHNIK MAINZ GM.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Institut fuer Physikalische Chemie, Universität Wien . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

Institut fuer Physikalische Hochtechnologie e.V. Jena . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 

Institut fuer Zukunftsstudien und Technologiebewertung IZT GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

Institut für Agrar- und Stadtökologische Projekte an der Humboldt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Institut für Arbeits- und Sozialhygiene Stiftung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336, 448 

Institut für Kraftfahrwesen Aachen der RWTH Aachen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212, 402 

Institut für Mikrotechnik Mainz GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 

Institut für Seeverkehrswirtschaft und Logistik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351 

Institut National de Recherche sur les Transports et leurs Securite - 

INRETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65, 68, 172, 299, 393, 402, 405, 414, 417, 432 

Institut National des Sciences Appliquées de Lyon . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95, 104, 299 

Institut National des Sciences Appliquées de Rouen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Institut National Polytechnique de Grenoble . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Institut Superior Tecnico, Lisboa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Institute for High Performance Computing and Information Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

Institute for Occupational Physiology at the University of Dortmund . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Institute for Transport Studies, University of Bodenkultur . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Institute of Chemical Technology Prague . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

Institute of Communication and Computer Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Institute of Forestic Engineering, University of Zilina . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Institute of Fundamental Technological Research, Polish Academy of Sciences. . . . . . . . . . . . . . . . . . . . . . . . . .402 

Institute of Shipping Economics and Logistics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .230 

Institutet for transportforskning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Instituto de Engenharia Mecânia e Gestão Industrial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 

Instituto de Engenharia Mecânica . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Instituto de Soldadura e Qualidade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230, 366 

Instituto Marítimo Español, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Instituto Nacional de Técnica Aeroespacial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Instituto Superior Técnico. 53, 125, 151, 154, 157, 166, 177, 218, 245, 304, 336, 366, 373, 382, 402, 405, 414, 439 

Instytut Badawczy Dróg i Mostów, Road and Bridge Research Institute . . . . . . . . . . . . . . . . . . . . . . . 260, 266, 290 

Instytut Elektrotechniki Oddzial Wroclaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

Instytut Pojazdów Szynowych - TABOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333, 342 

INTECSA-INARSA S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .357, 363 

Intempora S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

International Association of Public Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 299, 445, 448 

International Consulting Environment Services . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

International Paint. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 

INTERTANKO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215, 218, 379 

Interuniversitair Micro-Elektronica Centrum vzw. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

IPA Automation Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

IPTS - European Commission Joint Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 

Irion Management Consulting GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71, 74 

IRIS, Informatica Innovazione Ricerca Sviluppo srl. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

ISIS - Istituto di Studi per l’Integrazione dei Sistemi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

IST INGENIEURGESELLSCHAFT FUR STRUKTURANALYSE UND TRIBOLOGIE MBH . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Istanbul Technical University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151, 160, 180, 379 

Istituto Motori of the National Research Council . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23, 39, 44 

Istituto Nazionale per Studi ed Esperienze di Architettura Navale. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 157, 251 

ITI Gesellschaft für ingenieurtechnische Informationsverarbeitung mbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

ITS Denmark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

IVECO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29, 59, 122 

Iveco Motorenforschung Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

IVM Automotive Bad Friedrichshall GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

471

472 

IVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

IWW - Universitaet Karlsruhe (TH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 

IZAR Construcciones Navales S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

JAFO Technologie, Zweigniederlassung der Blohm+Voss international GmbH . . . . . . . . . . . . . . . . . . . . . . . . . .183 

Jan Perner Transport Institute (IJP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

JAVICAN S.L.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

Jean Muller International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .281 

Jelley Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 

Jez Sistemas Ferroviarios. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .296 

Johnson Controls ASG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Johnson Matthey Fuel Cells Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80, 86 

Johnson Matthey plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 47, 56 

JOWA GERMANY GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

JP - TRANSPLAN OY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Kanton Uri . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

Katholieke Universiteit Leuven Research & Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

Kemmerich Gummersbbach Elektromotoren . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Ketting Compressoren B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 

Kiev University of Transport Economy and Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Kingston Computer Consultancy Limited. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 

KITE Solutions s.n.c.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Kluge GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

KM & AZ Cyprus Transport Logistics Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

KMT tekniikka Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

KNORR BREMSE Rail System (UK) Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Knorr-Bremse Systeme für Schienenfahrzeuge GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 333, 336 

Kockums Engineering AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

KolTram Sp. z.o.o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Kongsberg Maritime AS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370, 373 

Kongsberg Seatex AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Koninklijke Vereniging van Nederlandse Reders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Konrad-Zuse-Zentrum für Informationstechnik Berlin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

Kontron AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Korridor X Bes.b.R. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Krauss-Maff ei Wegmann GmbH & Co. KG (KMW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

KRISTEN NAVIGATION INC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

KU Leuven - Research and Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 

Kungliga Tekniska Högskolan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53, 95, 101, 104, 278, 304, 448 

Kuratorium OFFIS e.V.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Kursiu Linija Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Kvaerner Masa-Yards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

KVD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 

Közlekedéstudományi Intézet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290 

LAB PSA Renault. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Laboratoire Central des Ponts et Chaussées . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 281, 293, 429 

Laboratoire d’Etudes Thermiques UMR CNRS 6608 Ecole Nationale Supérieures 

de Mécanique et d’Aérotechnique . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

Laboratoire de Mécanique et d’Acoustique (CNRS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Laboratoire des Agrégats Moléculaires et Matériaux Inorganiques, 

UMR 5072 CNRS/Université Montpellier 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

Laboratoire des voies de circulation; Ecole polytechnique fédérale de Lausanne . . . . . . . . . . . . . . . . . . . . . . . .393 

Laboratori Fondazione Guglielmo Marconi S.r.l.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Lamor Corporation Ab . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 

Landeshaupstadt saarbruecken IKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

Laser Rail Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .307 

LASER ZENTRUM HANNOVER E.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

LBV Uitvoering b.v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260

LEAR AUTOMOTIVE EEDS Spain SL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

Leclanché Lithium AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

LED Products Europe S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Leduc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

Leif Höegh & Co. ASA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Leyal Turizm Insaat Mobilya Sanayi ve Ticaret Ltd. Sti. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 

Linkoeping University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Lisnave. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 

Lisnave Estaleiros Navais SA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 160, 215, 218, 245, 382 

LITEC-LLL GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Lloyd’s Register. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379, 41, 154, 236 

Lloyd’s Register of Shipping. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Lloyd’s Register of Shipping and Industrial Services S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .239 

LMG Marin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

LMS International N.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142, 405 

Lodic AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370, 373 

LogistikCentrum Väst AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

LogIT a.s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 

LOGSTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

London Marine Consultants Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .163 

London Underground Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Loughborough University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408, 448 

Loughborough University Vehicle Safety Research Centre. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Loxodon Machining Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

Lucchini Sidermeccanica SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101, 104, 257, 320, 336 

Ludwig-Maximilians-Universität München. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405, 408 

Luleå University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293, 448 

Lumikko Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Lund Institute of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Lund, Mohr & Giaever-Enger Marin AS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Lunds Universitet. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 32 

LVPG International GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

Lyngsø Marine A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

M+P Raadgevende Ingenieurs bv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

M-SYSTEMS Flash Disk Pioneers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

M. Jurgensen GmbH & Co KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Mafl ow S.p.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 

MAGNA STEYR Fahrzeugtechnik AG & Co KG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 68, 77 

Magyar Tudományos Akadémia Számtactechnical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Mahle GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Malaa Geoscience AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

Malaguti S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

Malmtrafi k i Kiruna AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 

MAN Aktiengesellschaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

MAN B&W DIESEL AKTIENGESELLSCHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32, 32 

MAN Nutzfahrzeuge AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Manchester Metropolitan University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 448 

Mancomunidade da Área Intermunicipal de Vigo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Mandator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Marima Tech A/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Marine Technology Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

MARINTEK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Maritime Research Institute Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 154, 157, 180, 197, 221, 339, 382 

Maritime Russian Register . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 

Maritime Simulation Rotterdam b.v. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 379 

Martec S. p. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Martec s.p.a.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370 

473

474 

Martechnic GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50 

Materiaal Metingen Wilson Walton Int. Holding BV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215, 218 

Materials Engineering Research Laboratory Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

MAURI Bus System S.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Maxwell Technologies SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 

MEC (Insenerilahendused OÜ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

MECALOG SARL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

MECANIZADOS KANTER S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

MECANIZADOS Y MONTAJES ARAIN S.A.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

MECAS ESI s.r.o.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Mecel AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Mechadyne International Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Medcenter Container Terminal S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

MEDIMETAL SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .254 

MemEx S.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Mer Mec S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284, 304, 432 

Merck KGaA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 

META-Ricerche S.n.c.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 

METATRON s.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

METRO DE MADRID S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Metro Warsaw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Metropolitano de Lisboa. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Metso Powdermet AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

METTLE GROUPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 

Meyer Werft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .148 

Meyer Werft - Jos. L. Meyer GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Meyer Werft GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186, 192, 227, 373 

Miba Gleitlager GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Micro-Vett SPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

MicroChemical Systems SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

MicroComponents - The Swatch Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 

Microsystems SRL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .257 

MIKROMA SPOLKA AKCYJNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .315 

Mikrosam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

Ministry of Communications and Works – Cyprus, Public Works Department. . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Ministry of Housing, Spatial Planning and Environment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

Minoan Lines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

MIRA Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

MIZAR AUTOMAZIONE S.P.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

MJC2 Limited. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Mobisoft Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Montanuniversitaet Leoben . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 

Morganite Electrical Carbon Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .302 

Moscow State Technical University ‘Stankin’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

Moscow State University of Railway Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360, 448 

MOSTOSTAL WARSZAWA, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

Motorola Israel Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 399 

Movares Nederland B.V. (old name until 30.4.2006 - Holland Railconsult B.V.) . . . . . . . . . . . . . . . . . . . . . . . . . . 317 

MSC.Software.GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

MTU Friedrichsfhafen GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

MULTITEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

Multitel ASBL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Munich University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Municipality of Halandri . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Municipality of Kamnik, Slovenia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

Müller-BBM GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .278 

Müller-Guttenbrunn GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242

Müller-Guttenbrunn Kft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

NAFEMS Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142 

Naftosol SA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 

Napa Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Napa Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

National Company. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

National Company maritime ports Administration Constanta SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

National Maritime Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

National Research Council Canada . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

National Technical University of Athens . . . . . . . . . . . 29, 32, 65, 86, 151, 230, 236, 296, 351, 366, 373, 390, 405 

National Technical University of Athens - Ship Design Laboratory . . . . . . . . . . . . . . . . . . . . . . . .154, 163, 345, 379 

National University of Athens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

National University of Ireland - Dublin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Nautical Enterprise Centre Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

NAVALIMPIANTI S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 236 

Navantia S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148, 154, 183, 345, 379 

NAVECOM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Navigation Maritime Bulgare plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 

NAVTEQ B.V.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .429 

NCC Roads AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek . . . . . . . . . . . . . . . . . . . . . . . . 408 

Netherlands Institute for Applied Scientifi c Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

Netherlands Organisation for Applied Scientifi c Research (TNO). . . . 26, 77, 101, 212, 339, 399, 402, 405, 426 

Network Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293, 432 

Network Rail Infrastructure Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 417 

New-Logistics GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 

Newcastle Primary Care Trust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 

Newcastle University - Centre for Railway Research - NewRail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Niederelbe Schiff ahrtsgesellschaft mbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Nielsen + partner Unternehmensberater GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

NISSAN Technical Centre Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

NITEL - Consorzio Nazionale Interuniversitario per I Transporti e la Logistica . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

Nobel Denton Europe Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 

NONOX BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 

Norsk Marinteknisk Forskningsinstitutt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Nortel Networks Germany GmbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

North Finnish Building Cluster/Consulting KORTES Ltd, Consulting Engineers Sormunen & Uuttu Ltd. . . .293 

North Sea Terminal Bremerhaven GmbH & Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Norut Teknologi AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Norwegian Marine Technology Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 183, 197, 251, 366, 370 

Norwegian Shipowners’ Association. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373, 376 

Norwegian University of Science and Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 151, 370, 373, 439 

Noske Kaeser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

NTET S.p.A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

NuCellSys GmbH, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

Nuvera Fuel Cells Europe SRL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

nv Salyp (participation fi nished 31.12.2004) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

O.M.T.-OFFICINE MECCANICHE TORINO S.P.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Ocean S.r.L.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

Ocean Wave Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .177 

OceanWaveS GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .390 

Odense Steel Shipyard Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 

OEC AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Oel-Wärme-Institut GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

OMV Refi ning & Marketing GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 

OPCON AUTOROTOR AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Open Joint Stock Company ‘Azovmash’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

475

476 

OptiMarin AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

Ove Arup & Partners Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212, 287 

P+Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Padova Container Service srl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

PAIOLI MECCANICA S.P.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

Pankl Suspension and Transmission Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Partnership for Dummy Technology and Biomechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Paul Scherrer Institut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 32, 80 

PBS Turbo s.r.o. Velka Bites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

PCI, Ruprecht-Karls Universität Heidelberg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

PE Europe GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

PEMAR RD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Perkins Engines Co. Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

PERSEVERANZA SPA DI NAVIGAZIONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Pescanova S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

Peter Brotherhood Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Peter Döhle Schiff fahrts-KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Peugeot Citroën Automobiles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 

Philips Electronics B.V: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Piaggio. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Piaggio & C. S.p.a.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420 

PKP Polish Railway Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

PKP POLSKIE LINIE KOLEJOWE S.A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

PLASTIC OMNIUM EQUIPAMIENTOS EXTERIORES, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 


association internationale . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 113, 119, 128, 323, 442 

Polish Shipowners’ Association. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Politechnical University of Catalonia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Politechnico di Torino. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

Politechnika Slaska (Silesian University of Technology) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320, 448 

Politechnika Warszawska (Warsaw University of Technology) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Politecnico di Milano . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26, 189, 257, 296, 299, 304, 320, 336, 405, 448 

Politecnico di Torino . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 56, 80, 86, 212, 333, 402 

Politecnico di Torino - Dipartimento di Energetica . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Polski Rejestr Statkoro S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

Polyfelt Deutschland GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Polytec Composites Italia s.r.l. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Polzug Intermodal GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Porsche Engineering Group GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

PORT AUTHORITY GIJON. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Port Authority of Valencia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Port Autonome de Marseille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Port Autonome du Havre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357, 366 

PORTLINE - Transportes Marítimos Internacionais, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166, 373 

Portolan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

POZNANSKIE ZAKLADY NAPRAWCZE TABORU KOLEJOWEGO S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Prendas Deportivas NZI S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

Primaria Municipiului Timisoara . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131 

Principia Marine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 157 

Principia RD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .236 

Principia Recherche et Developpement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

PRISMA solutions EDV-Dienstleistungen GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 

PROMEOS GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

Promotion of Operational Links with Integrated Services. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .445 

PRORAIL B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 432 

Province of Bologna . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396 

Provincial government of Styria, Department of spatial planning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131

Przemyslowy Instytut Motoryzacji (Automotive Industry Institute) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Präsidium der Bayerischen Bereitschaftspolizei . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

PSA - Peugeot Citroën Automobiles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 77, 142, 402 

PTV Planung Transport Verkehr AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128, 131, 429 

Puertos del Estado. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 

PYROGENESIS SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .206 

Pôle Européen de Plasturgie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

QinetiQ Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

Rail Cargo Austria AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

Rail Research UK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Rail Safety & Standards Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 414, 417 

Rail Tec Arsenal Fahrzeugversuchsanlage GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Rail Training International Ltd (RTI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

rail4chem Eisenbahnverkehrsgesellschaft mbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .354 

Railway Industry Association. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Railway Scientifi c and Technical Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Ramboll Management s.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

RATP - Régie Autonome des Transports Parisiens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104, 113 

RCL (UK) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Reaction Engineering Solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Regie Autonome des Transports Parisiens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 

REGIENOV (Renault Recherche Innovation acting on behalf of Renault and its subsidiaries) 

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 44, 68, 80,77, 107, 212 

REGIENOV (Renault Recherche Innovation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Region of Hannover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

Regloplas AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

Regs4ships Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

REGULUS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

Renault S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35, 104, 442, 445 

Renault Trucks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

RESCOLL TECHNOLOGICAL CENTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .224 

Research and Development Centre for Petroleum Industry. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 

Research Association for the Greek Shipowners Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .215 

Research Centre of the Athens University of Economics and Business. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116, 134 

Rete Ferroviaria Italiana S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53, 304, 417, 432 

RFD Beaufort Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

RHEINBAHN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

RHEINCONSULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Rheinisch-Westfälische Technische Hochschule Aachen (RWTH). . . . . . . . . .29, 35, 39, 44, 77, 80, 113, 278, 293 

Ricardo UK Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29, 35, 212 

Rieter Automotive Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Riga Technical University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186, 192, 200, 287 

Rigobert Opitz Consulting & Engineering. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 

RINA S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50, 86, 154, 166, 373 

RINAVE - Registro Internacional Naval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 

RIVOIRA S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77 

Robert Bosch GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 68, 77, 142, 200, 442 

ROBOSOFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113, 125, 233 

RODRIQUEZ CANTIERI NAVALI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 

Rohm & Haas Electronic Materials Europe Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

Rolls-Royce Fuel Cell Systems Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

Rolls-Royce plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Rolls-Royce Power Engineering Plc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

ROSE Vision, S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Royal Institute of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125, 189, 293 

Royal Thai Navy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

Rupprecht Consult - Forschung & Breratung GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128 

477

478 

RUPS Consultancy & Projectmanagement BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

RWTH Aachen - University of Technology Aachen, Department of Rail Vehicles 

and Materials-Handling Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

RATP - Régie Autonome des Transports Parisiens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 296, 299 

Réseau Ferré de France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 304, 432 

S.C. ZIPACON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .287 

Safety at Sea Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Safi nah Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 

Saft S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 53, 77, 89 

Saint Gobain Vetrotex International . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

Saint-Gobain Sekurit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 

Saint-Gobain Sekurit Deutschland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Saira Alluminio S.p.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

Salonit Anhovo, Building materials, Joint Stock Co.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 

SAM Electronics GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 366, 373, 376, 390 

Satellite Observing Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Savatech, Industrial Rubber Products and Tyres, d.o.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

Scania CV AB (publ). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 

Scheepswerf Hoebee . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Schefenacker Vision Systems GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312 

Schelde Naval Shipbuilding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 186, 192 

Schmitz-Cargobull. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

SCIROIDEA S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 357 

Seebyte Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

SELIN SISTEMI SPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 77 

SEMA2 s.r.l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

SENER Ingeniería y Sistemas S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 

SENER Ingeniería y Sistemas S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .221 

SenterNovem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

Services for Maritime Management SEMA2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Shanghai Automotive Industrial Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

SHELL International Exploration and Production B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 

Ship Design and Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183, 382 

Ship Design Group Galati . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

Shipbuilders and Shiprepairers Association. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233, 245, 373 

SICK UPA GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

SICOMP AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

Siemens AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53, 68,172, 317, 330, 432, 370, 402 

Siemens AG Transportation Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333, 336, 414 

Siemens AG, Siemens VDO Automotive Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 

Siemens Aktiengesllschaft Transportation Systems Group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 

Siemens Restraint Systems GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Siemens SGP Verkehrstechnik. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .323 

SIEMENS Transportation Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

Siemens VDO Automotive AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44, 68, 195, 442 

SINTEF - Stiftelsen for industriell og teknisk forskning ved Norges Tekniske Høgskole . . . . . . . . . 104, 248, 323 

SINTEF Energiforskning AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

SINTEF Energy Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 

SINTRA S.p.A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

SIREHNA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145, 151, 154, 157, 221, 230, 236, 366, 373, 379, 382 

SISTEMAR, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .251 

Sistemas y Procesos Avanzados S.L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Skanska . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Skanska Sverige AB, Skanska Teknik . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 

Skoda Trakcny Motory s.r.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .342 

SKODA VYZKUM s.r.o. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

SMIT Salvage BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388

SNCF. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 

Snecma Groupe SAFRAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 

Snecma Moteurs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154, 315 

Sociedad de Salvamento y Seguridad Marítima - Centro de Seguridad Marítima Integral Jovellanos . . . . .248 

Society of Indian Automobile Manufactures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

Société des Transports Intercommunaux de Bruxelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101, 296, 299, 320 

Société Nationale des Chemins de Fer Français - SNCF . . . . . . . . . . . 104, 275, 293, 317, 333, 336, 414, 423, 432 

SODENA SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Softeco Sismat SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Soletanche Bachy France . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 

Souter Shipping Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379 

Spanish Depot Service, S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

SPASA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .209 

SPENO INTERNATIONAL SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

SPIE RAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320 

Spiekermann & Wegener, Stadt- und Regionalforschung (S&W) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

SRM - Reti e Mobilità SpA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

SSN (Stocznia Szczecińska Nowa Sp. z o.o.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

SSPA Sweden AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145, 154, 157, 180, 183, 248, 379 

St Petersburg State University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .166 

State Scientifi c Research Centre of Railway Transport of Ukraine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Statens väg- och transportforskningsinstitut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290, 426 

Staubli . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

STC b.v. - Maritime Simulation Rotterdam b.v.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

Stellenbosch University. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Stena Rederi AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

STIB - Société des Transports Intercommunaux de Bruxelles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Stichting Projecten Binnenvaart. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 339 

STILE BERTONE S.P.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125 

STMicroelectronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

STN ATLAS Marine Electronics GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .388 

Sto Scandinavia AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Stockholm Environmental & Health Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Stocnia Gdynia S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .379 

stowarzyszenie Miasta w Internecie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

STRATEC S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

Structural Testing Services Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .284 

Strukton Railinfra BV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Studiengesellschaft für Unterirdische Verkehrsanlagen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Suministrosy Servicios Unifi cados de Carroceria SL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Superfast Ferries S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Swedish Geotechnical Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Swedish Maritime Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

Swedish National Rail Administration (BANVERKET). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Swedish National Road and Transport Research Institute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Swedish Road Administration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Swedish Road and Transport Research Institute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 393, 429 

Swiss Federal Institute for Materials Testing and Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Swiss Federal Institute of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Swiss Federal Institute of Technology (ETH) and University of Zurich. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Swiss Federal Institute of Technology Zurich (ETH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 68 

Swiss Federal Institute of Technology, Lausanne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Swiss Federal Laboratories for Materials Testing and Research. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

SYNPO, akciová spolecnost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .227 

Szechenyi Istvan University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

T-Systems GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Takata-Petri AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

479

480 

Tallinn Technical University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .385 

Tampere University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

TATA Consultancy Services Netherlands B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

Team Lines GmbH & Co. KG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

Technical Research of Finland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

Technical University ‘Gheorghe Asachi’ Iasi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .269 

Technical University Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Technical University Denmark. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

Technical University Graz, Institute for Railway Engineering & Transport Economy . . . . . . . . . . . . . . . . . . . . . .448 

Technical University of Berlin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95, 104, 333, 336 

Technical University of Braunschweig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Technical University of Crete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Technical University of Darmstadt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .320 

Technical University of Denmark . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 154, 390 

Technical University of Gdansk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186, 192 

Technical University of Graz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Technical University of Munich - Chair of Traffi c Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

Technical University of Szczecin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

Technical University of Varna. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 166 

Technical University, Clausthal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

Technion - Israel Institute of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

TECHNIP KTI SPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

Technische Universiteit Delft (Delft University of Technology) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212, 366 

Technische Universität Berlin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166, 312, 370, 242, 376, 405 

Technische Universitaet Hamburg-Harburg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

Technische Universitaet Kaiserslautern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

Technische Universiteit Eindhoven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65, 402, 405 

Technische Universität Braunschweig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417 

Technische Universität Carolo Wilhelmina zu Braunschweig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 

Technische Universität Darmstadt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Technische Universität Dresden . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119, 172 

Technische Universität Hamburg-Harburg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157, 215 

Technische Universität Hamburg-Harburg represented by TUHH-Technologie GmbH . . . . . . . . . . . . . . . . . . .390 

Technische Universität Wien / Vienna University of Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

Technischer Überwachungs-Verein Nord e.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Tecnologia e Investigacion Ferriaria . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Tecnología e Investigación Ferroviaria S.A.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Tecnomare S.p.A. Società per lo Sviluppo di Tecnologie Marine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 

TecnoVeritas Servicos de Engenharia e Sistemas Technologicos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

TeeKay Norway AS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .370 

TEEKAY Norway AS.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .376 

Teekay Shipping Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Teknillinen korkeakoulu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .186 

Teknillinen korkeakoulu - Helsinki University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

Televic nv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Telindus Group NV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

TEMIS S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

TENS Sp. z o.o . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

TEPAC Patent and Consulting Eberhard Kuebel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .233 

Thales Training & Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

The Alliance of Maritime Regional Interests in Europe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .348 

The Association of European Vehicle Manufacturers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

The Chancellor, Master and Scholars of the University of Oxford. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .189 

The Chancellor, Master and Scholars of the University of Cambridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

The Chancellor, Masters and Scholars of the University of Cambridge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

The Chancellor, Masters and Scholars of the University of Oxford. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177, 230 

The Foundation for Scientifi c and Industrial Research at the Norwegian Institute of Technology . . . . . . . . .113

The Netherlands Organisation of Applied Scientifi c Research (TNO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 

The University of Birmingham. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

The University of Sheffi eld . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269 

Thessaloniki Port Authority S.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351, 366 

Thyssen Krupp Veerhaven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .180 

TIMCAL Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 

TIS.pt, Consultores em Transportes, Inovação e Sistemas, SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

TL & Associés . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 357, 363, 366 

TNO - Netherlands Organisation for Applied Scientifi c Research . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113, 382 

TNT Innight B.V. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

Todor Kableshkov Higher School of Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

TOFAS Türk Otomobil Fabrikasi A.S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Tongji University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .452 

TOTAL ACTIVITES MARITIMES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .218 

TOTALFINAELF - Refi ning and Marketing Research Division . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 

Toyota Motor Engineering & Manufacturing Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

TPZ (Tankerska plovidba d.d. Zadar) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169 

Traffi c, Transportation & Environment Consultants Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

TRAM SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Trans-Base Soler, S.L.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

Transeuropean Consultants for transports, development and Information Technology S.A.. . . . . . . . . . . . . .366 

Transport & Mobility Leuven . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

Transport and Travel Research Ltd. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

Transport for London . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Transport Technology Consult Karlsruhe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Transportforskningsgruppen i Borlänge AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

Transrail Seweden AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

Transtechnik GmbH & Co. KG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

TRANSVER GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .399 

TREIBACHER INDUSTRIE AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 

Trends Engenharia e Tecnologia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Trenitalia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Trenitalia S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53, 304, 333, 336, 432 

Tricon Consulting GmbH & Co. KG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .351 

TRITEL NV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

TRL Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134, 142, 393, 402, 405, 408, 426 

TRT - Trasporti e Territorio Srl. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137 

TRT TRASPORTI E TERRITORIO SRL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

True Heading AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .248 

TRW LIMITED trading as CONEKT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 

TSS-Transport Simulation Systems S.L.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .393 

TTS Ships Equipment AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .197 

TU-Graz . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

TU-Graz, Institut f. Mechanik u. Getriebelehre. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

TUEV NORD Mobilitaet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

TUHH-Technologie GmbH (representing the Technical University of Hamburg-Harburg) . . . . . . . . . . . 151, 192 

TUN ABDUL RAZAK RESEARCH CENTRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Tunnel du Mont Blanc (GEIE-TMB) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

TURBOMECA SA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 

Turkiye Bilimsel ve Teknik Arastirma Kurumu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86 

TuTech Innovation GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

TVS Motor Company Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .408 

TWI Limited . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 257 

TWT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

TÜV NORD Mobilität . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

UITP - Union Internationale des Transports Publics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 

ULEME E.E.I.G. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32 

481

482 

ULIS Uncooled Infrared Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 

Uljanik Brodogradiliste, d.d. (Uljanik Shipyard) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169, 186 

UMICORE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 

Umoe Schat Harding AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

Umweltbundesamt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

UNACOMA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92 

UNICAEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .366 

UniControls a.s.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Union des Industries Ferroviaires Européennes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Union Internationale des Chemins de Fer - UIC . . . . . . . . . . . 29, 53, 275, 304, 317, 330, 333, 336, 417, 432, 448 

Union Internationale des Transports Publics asbl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116, 172 

Union of European Railway Industries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29, 53, 101, 257, 299, 317, 330, 414, 432 

Uniresearch BV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113, 390, 405, 408 

Universidad de Chile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 432 

Universidad del País Vasco - Euskal Herriko Unibertsitatea . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Universidad Politécnica de Madrid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134, 189, 251, 312, 402, 405, 423, 448 

Universidad Politécnica de Valencia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 29, 39, 44, 59 

Universidade do Minho . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Universita degli Studi di Firenze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336, 408 

Universita Politecnica delle Marche . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

UNIVERSITA’DEGLI STUDI DI GENOVA DIPARTIENTO DI MACHINE, SISTEMI ENERGETICI TRASPORTI. . . . . . . . 44 

Universitaet Karlsruhe (TH) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Universitaet Passau (UP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .423 

Universitat Politecnica de Catalunya Fundacio Politecnica de Catalunya . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

Universitat Politècnica de Catalunya. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260, 293 

Universitat Rovira i Virgili . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .242 

UNIVERSITA POLITECNICA DELLE MARCHE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

Universite Louis Pasteur Strasbourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402 

Universiteit Hasselt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Universiteit Twente . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

Universities of Glasgow and Strathclyde . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151, 169 

University ‘Dunarea de Jos’ of Galati . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

University College Cork - National University of Ireland, Cork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

University College Dublin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .260 

University of Basel, Department of Psychiatry, Center of Applied Technologies in Neuroscience . . . . . . . . .426 

University of Belfort-Montbéliard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 

University of Birmingham. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .402, 405, 417, 448 

University of Bolton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

University of Greenwich . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .263 

University of Hannover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

University of Hertfordshire . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .245 

University of Hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

University of Karlsruhe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

University of Leeds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113, 134, 448 

University of Liege. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151, 169 

University of Limerick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 

University of Liverpool. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56, 110 

University of Ljubljana, Faculty of Civil and Geodetic Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

University of Manchester . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

University of Maribor, Faculty of electrical engineering and computer sciences . . . . . . . . . . . . . . . . . . . . . . 35, 77 

University of Modena and Reggio Emilia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

University of Newcastle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 227, 245, 275 

University of Newcastle upon Tyne . . . . . . . . . . . . . . . . . . . . 116, 145, 151, 160, 172, 186, 197, 215, 233, 379, 439 

University of Newcastle upon Tyne - Advanced Railway Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .192 

University of Nottingham . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

University of Oulu, Research Unit of Construction Technology. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

University of Paderborn. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195

University of Pardubice, Jan Perner Transport Faculty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

University of Patras . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245, 254 

University of Perugia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212 

University of Plymouth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .439 

University of Rome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .417 

University of Rostock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110, 183 

University of Salford . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263, 293 

University of Southampton . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95, 104, 113, 116, 151, 192, 275, 278, 439, 448 

University of Strathclyde . . . . . . . . . . . . . . . . . . . . . . . . . . 154, 157, 183, 215, 230, 254, 345, 373, 376, 379, 388, 439 

University of Strathclyde, The Ship Stability Research Centre . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 

University of Stuttgart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 

University of Sunderland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 

University of Technology of Belfort-Montbéliard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68, 71 

University of Thessaly. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

University of Udine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .396 

University of Veszprém . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .312 

University of Warwick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 

University of West Bohemia . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .212, 402, 405, 420 

University of Westminster. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122 

University of Zagreb Faculty of Mechanical Engineering and Naval Architecture . . . . . . . . . . . . . . . . . . . 169, 186 

University of Zilina. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 417, 448 

University of Zlina, Faculty of Mechanical Engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .310 

Università degli Studi dell’Aquila . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35, 131 

Università degli Studi di Ferrara . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95 

Università degli Studi di Firenze . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402, 405 

Università degli Studi di Roma . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145 

Università di Catania. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Università di Genova - DINAV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

Università di Genova, Dipartimento di Macchine Sistemi Eneregetici e Trasporti (DiMSET). . . . . . . . . . . . . . . . 65 

Università di Roma ‘La Sapienza’ - Dipartimento Idraulica Trasporti e Strade. . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Universität Cottbus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Universität der Bundeswehr München . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 

Universität Duisburg Essen - IVG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Universität Karlsruhe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 

Universität Passau . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Universität Stuttgart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Universität Stuttgart (University of Stuttgart) Institut für Werkstoff e im Bauwesen 

(Institute of Construction Materials) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Université Catholique de Louvain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296, 299, 448 

Université de Liège . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Université de Technologie de Belfort-Montbéliard . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Université de Technologie de Compiègne . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Université de Valenciennes et du Hainaut-Cambrésis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172, 448 

Université des Sciences et Technologies de Lille . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Université Louis Pasteur Strasbourg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .405 

Université Paul Sabatier. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83 

Université Pierre et Marie Curie - Paris 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Uppsala University . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Ustica Lines Spa . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 

V. Ships Consulting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .154 

V.Ships UK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373 

VAE GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Valeo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 

Valeo Climatisation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20, 59 

Valeo Electronique et Systèmes de Liaisons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 

Valtion teknillinen tutkimuskeskus (VTT Technical Research Centre of Finland). . . . . . . . . . . . . . . . . . . . . 116, 448 

Van Wees. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .272 

483

484 

VDIVDE-IT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

Verband der Bahnindustrie in Deutschland e.V. (Association of Railroad Industry in Germany) . . . . . . . . . . .336 

Verein zur Förderung des Technologietransfers an der Hochschule Bremerhaven e. V. . . . . . . . . . . . . . . . . . . 160 

Vereniging Nederlandse Scheepsbouw Industrie . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

Verkehrsbetriebe Karlsruhe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .299 

Versio Oy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

via donau - Österreichische Wasserstraßen-Gesellschaft mbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330, 339, 366 

VIBRATEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 

Vienna University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .448 

Vienna University of Technology, Institute E330. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .336 

VIF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Viking Life-Saving Equipment A/S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .382 

Vlaamse Instelling voor Technologisch Onderzoek (Flemish Institute for Technological Research). . . . . . . . . 71 

Vlaamse Vervoersmaatschappij De Lijn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 296 

Vladimir Cervenka - Consulting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

Vodafone Pilotentwicklung GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 

voestalpine Schienen GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101, 275 

Volkswagen AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 44, 62, 68, 77, 80, 89, 104, 195, 212, 402, 405 

Volvo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .142 

Volvo Powertrain Aktiebolag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29 

Volvo Technological Development Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .442 

Volvo Technology Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26, 44, 74, 77, 80, 104, 125, 212, 429 

Vopak Barging Europe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .339 

VOSSLOH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .172 

VOSSLOH COGIFER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .275 

Vrije Universiteit Brussel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 

VT Halmatic Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .203 

VTT Industrial Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .151 

VTT Technical Research Centre of Finland. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32, 145, 157, 251, 366 

VUKV a.s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .414 

VUZ - Railway Research Institute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .317 

Výzkumný Ústav Železniční, a.s. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 

W. Gessmann GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

WALLENIUS MARINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Wallenius Marine AB. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 

Warsaw University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26, 68, 71, 128, 310, 402 

WARTSILA Corporation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

WARTSILA SCHWEIZ AG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Wavespec . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .175 

Wearcheck GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 


and Related Sciences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .169, 183, 373, 436, 439 

Weidmann Plastics Technology AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 

Werner & Weber GmbH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .360 

Wilhelmsen Marine Consultants AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .183 

Willand UV Systems Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .160 

Wilson Eurocarriers AS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .345 

Wintec S.p.A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .326 

Wireless Future s.r.l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

Woodward International Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 

Wroclaw University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .293 

WS Atkins Consultants Ltd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .157 

WSP group / LT Consultants Ltd.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134 

WSP-LT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 

Wuerzburger Institut für Verkehrswissenschaften . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .426 

Wärtsilä Corporation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 

Wärtsilä Finland Oy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .373

Zavod za gradbenistvo Slovenije Slovenian National Building and Civil Engineering Institute . . . . . . . . . . .260 

Zavod za gradbeništvo Slovenije . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266, 290 

Zbloc Norden AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 

Zentrum für Angewandte Forschung und Technologie e.V.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360 

ZF Friedrichshafen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .195 

ÖBB – Traktion GmbH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

Öhlins Racing AB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .420 

Österreichische Bundesbahnen - Infrastruktur Bau AG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275, 354 

Österreichisches Forschungs- und Prüfzentrum Arsenal Ges.m.b.H.. . . . . . . . . . . . . . . . . . . . . . .142, 290, 393, 429 

České dráhy, a.s. (Czech Railways, joint stock company) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .432 

ŠKODA TRANSPORTATION s.r.o.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .330 

Žilinská univerzita v Žiline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .290 

485

486

European Commission 

Sustainable Surface Transport 

Research Technological Development and Integration 

Luxembourg: Offi ce for Offi cial Publications of the European Communities 

2006 – 486 pp. – 17.6 x 25.0 cm 

ISBN 92-79-04584-9

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