Brochure Env2012 Web-2

Railways and Sustainable Development
A global perspective
Author: Mr Alexander Veitch, Head of Unit Sustainable Development, UIC
Contact us: sustainability@uic.org
English Editor: Mrs Helen Slaney, UIC
Design: Mrs Marina Grzanka, UIC
Photographs: We thank our members for their contributions
Printer: ACINNOV
UIC would like to thank its members for their contributions to this brochure. Particular thanks to the members of
the UIC Sustainable Mobility Expert Network for comments and revisions of the brochure. External review carried
out by Heather Allen, TRL.
Warning: No part of this publication may be copied, reproduced or distributed by any means whatsoever, including electronic, except for private and individual use, without the express permission
of the International Union of Railways (UIC). The same applies for translation, adaptation or transformation, arrangement or reproduction by any method or procedure whatsoever. The sole
exceptions - noting the authors name and the source -are analyses and brief quotations justifed by the critical, argumentative, educational, scientifc or informative nature of the publication into
which they are incorporated (Articles L 122-4 and L122-5 of the French Intellectual Property Code).
International Union of Railways (UIC) - Paris, May 2012 - ISBN 978-2-7461-2086-0
RAILWAY AND SUSTAINABLE DEVELOPMENT | 3
Foreword from the Chairman of the UIC Energy, Environment and Sustainability Platform
As President of the UIC Platform on Energy, Environment and Sustainability, I am delighted to present this report, which highlights
sustainable development actions of railways around the world. The report is structured around the UIC Declaration on Sustainable Mobility
and Transport, which is the long-term, strategic mechanism for UIC and its members to advance and improve the railways performance on
sustainable development. For more information on UIC activities and the EES Platform please visit www.uic.org
Joachim Kettner, Director, DB Environment Center
Foreword from the UIC Chairman
The year 2012 will be a landmark for the sustainable development of railways throughout the world. The Rio+20 Conference will be
held. This report is not only a contribution to UIC members for their benchmarking but also a message to Rio+20, highlighting their past
sustainability achievements and future strategies for improvement. I hope that railways will be placed at the heart of a new global vision
for sustainable transport at Rio+20 and that this will strongly support the continuous efforts of UIC members to improve their operational
efciency as well as safety levels, develop their technical capabilities and enhance customer satisfaction. Since technologies of competing
transportation modes are making progress, rail competitiveness in terms of environment may be at risk. So, from now on, we must improve
our performance by ourselves, so that we will be selected by more and more people in every country and region. It is UICs members that
can make this a reality.
Yoshio Ishida, Vice-Chairman, East Japan railway Co.
Foreword from the UIC Director General
The astonishing growth in the rail sector over the last decade shows that railways can be at the heart of a new, more sustainable approach
to transportation and land-use planning. This report aims to support the international development of the rail sector by highlighting the
sustainable development activities of the railways on a global scale. The report presents just some of our sectors activities in this eld, and
we recommend that readers visit the websites of individual railway companies for detailed information. We plan to produce future editions
of this report, and we welcome readers feedback and comments please contact us at sustainability@uic.org
Jean-Pierre Loubinoux, UIC Director-General
4 | RAILWAY AND SUSTAINABLE DEVELOPMENT
UIC has a strong tradition of working
on sustainability issues, both in
supporting members in improving
their sustainability performance,
as well as communicating on the
sector level towards key external
stakeholders in order to support
the development of sustainable
transport systems. UIC is the offcial
railway representative to the United
Train to Copenhagen
5 December 2009
Introduction to UIC
UIC, the international railway association which celebrates its 90th anniversary in 2012, counts 200
members across 5 continents (railway companies, infrastructure managers, rail-related transport
operators). UICs chief task is to promote railway transport around the world and help its members to
meet all the current and future challenges of mobility and sustainable development.
Nations and is an active stakeholder
in international climate change
and sustainable development
negotiations. For example, UIC
attended the Johannesburg
World Summit on Sustainable
Development in 2002, and will be
active again at Rio+20 in 2012.
Indeed, this brochure forms part of
our contribution to Rio+20.
A particular highlight in recent
years was the Train to Copenhagen
initiative (www.traintocopenhagen.
org), run in partnership with UNEP
and WWF, which took the climate
message of train travel from Kyoto
to Copenhagen. Part of this initiative
was the Climate Express, which
was a special train arranged by
railway operators from Brussels
to Copenhagen. More than 400
passengers took the Climate
Express, including Achim Steiner,
Executive Director of UNEP, James
P. Leape of WWF International,
members of national government
delegations, journalists, and railway
representatives.
Ofcial launch of the UIC Declaration
on Sustainable Mobility and Transport,
Commission on Sustainable Development
(CSD 19), United Nations (UN),
11 May 2011, New York
Introduction to this brochure
This brochure highlights the achievements that UIC members around the world have made in the
feld of sustainable development. The case studies and examples were submitted by many of the
50 members who have signed the UIC Declaration on Sustainable Mobility and Transport. The UIC
Declaration is a public commitment to implementing sustainable development measures and to
providing regular and transparent progress reports and is consistent with the United Nations Global
Compact. For more information on the Declaration see www.uic-sustainability.org.
The brochure provides only a brief overview, and readers are encouraged to visit the websites of
individual railway companies for more information.
UIC DECLARATION
SUSTAINABLE MOBILITY & TRANSPORT
To support our contribution to sustainable development and the necessary paradigm shift we shall endeavour to work towards and uphold now and in the
future the approach and commitments set out in the statements below and to regularly report on our progress:
A: Meet the expectations of society
We are the backbone for sustainable mobility and transport systems
in our society
Rail offers solutions to cope with the mobility and transport challenges
of the future
Rail has lower impact on climate and environment than most other
transport modes
Rail is the safest mode of transport
Rail relieves roads and reduces congestion
Rail has macro-economic advantages for society
Rail enhances sustainable integration of transport and mobility modes
B: Meet the expectations of customers
We provide attractive mobility and transport solutions for our customers
Rail travel and commuting increase quality and productive time
Rail provides reliable mobility and transport
Rail improves access to mobility
Rail reduces the environmental footprint of its customers
Rail is the backbone of attractive and sustainable door-to-door-mobility
and -transport concepts
Rail involves its customers in developing target-group specifc services
C: Governance & Responsibility
We sustain the mobility and transport business through responsible
leadership
Rail companies are committed to sustainability and sound corporate
governance as a matter of course and to create sustainable value for
their stakeholders
Rail companies are committed to being responsible and attractive
employers
Rail companies maintain high levels of safety and security by
comprehensive management
Rail companies apply precautionary approaches to environmental
challenges and support initiatives, projects and new technologies for
further improved environmental performance
Rail companies support and respect internationally accepted ethical
standards, also in their supply chains and will work against corruption
in all its forms, including extortion and bribery
Rail companies maintain dialogues with their various stakeholders
and report transparently about their sustainability performance
A1
A2
A3
A4
A5
A6
C1
C2
C3
C4
C5
C6
B2
B1
B3
B4
B5
B6
L
a
t
e
s
t

u
p
d
a
t
e
:

2
3

M
a
y

2
0
1
2
0
20
1990 1995 2000 2001 2002 2003 2004 2005 2006 2007 2008
40
60
80
100
120
Other transport
Domestic Shipping
+ Int'l Shipping
Domestic Aviation
+ Int'l Aviation
Rail
Road
Section 1: Meet the expectations of society
CO2 emissions from the global transport sector
Rail is the backbone for sustainable
mobility and transport systems
A1 Rail offers solutions to cope with
the mobility and transport challenges
of the future
Mobility and transport have a variety of impacts that
affect the economic, environmental, and social aspects
of society in both positive and negative ways. The growth
of mobility has delivered economic growth, but has
also created environmental and social challenges. For
example, in Beijing, China, new car registrations, which
had reached a height of 60,000 per month, were limited
by government authorities to 20,000 per month in the year
2011 due to concerns over congestion and pollution
1
.
This trend in car ownership and use can be seen on a global level where transport already accounts for over 50% of
world fossil fuel use. This share is expected to increase to over 60% by 2035
2
. The majority of fossil fuel is used in
the road sector, and therefore it is the road sector that produces the majority of carbon dioxide (CO2) from transport.
Railways can help address this issue, by providing lower-carbon mobility: Rail has approximately a 6%
3
share of the
world transport market, but only produces 2% of transport GHG emissions
4
. Rail is also more resource-effcient than
other modes, for example with a lower land-take requirement than roads.
1. Beijing dramatically limits new vehicle registrations 2012, Just-Auto.com, January 4 2011
2. EIA, International Energy Outlook 2010
3. UIC estimate
4. International Transport Forum, Greenhouse Gas Emissions: Country Data 2010
Source: International Transport Forum, Greenhouse Gas Emissions: Country Data 2010
REDUCING THE CLIMATE IMPACT OF
TRANSPORT THROUGH MODAL SHIFT TO RAIL
A2 Rail has lower impact on climate and
environment than most other transport modes
5. Systra Rail with TRL, High Speed Rail and Sustainability, 2011
6. CE Delft, Potential of modal shift to rail transport: Study on the projected effects of GHG
emissions and transport volumes, 2011
Rail is a high capacity but low
carbon mode. Therefore, moving
passengers onto rail from air and
road transport can deliver reductions
in CO2 emissions. A study for
UIC, which analyzed High Speed
Rail (HSR) in France and China,
concluded that the carbon footprint
of HSR can be up to 14 times less
carbon intensive than car travel and
up to 15 times less than aviation
even when measured over the full
life-cycle of planning, construction
and operation
5
.
For example, emissions on the
high-speed French rail operator
SNCF line from Valence to Marseille
average 11g CO2 per passenger
km (CO2 p/km), compared to
152g CO2 p/km for car and 164g
CO2 p/km for air. The carbon
payback time for this route the
length of time it takes for the CO2
emissions saved by the impact
of the new high-speed services
to overtake the additional carbon
emissions produced through the
lines construction was just 5.3
years.
In Spain, HSR services have
achieved modal shift from air
travel. The Madrid-Seville HSR line
achieved an 80% market share for
travel between these cities by 2008,
while the HSR line between Madrid
and Valencia, which opened at the
end of 2010, saw its market share
jump from 12% up to 52% in just six
months. This modal shift meant that
rail was more attractive then even
low cost airlines for this route and
many stopped their services also
helping reduce emissions.
A separate study of the potential for
modal shift to rail and consequent
CO2 reductions in the European
transport market revealed strong
potential for modal shift and CO2
reductions in the freight sector: Up
to 20 million tons of CO2 equivalent
emissions (7% of freight transport
emissions) could be reduced by fully
utilizing the main corridors and the
primary network in 2020
6
.
10
1990 2005 2006 2007 2008 2009 2030
Target
20
30
40
50
60
g/pkm
g/tkm
gCO2
REDUCING THE CLIMATE IMPACT OF RAILWAYS ENERGY EFFICIENCY
AND RENEWABLE ENERGY
The global railway sector is working extremely hard to maintain its
environmental advantage by improving its energy effciency and reducing
its CO2 emissions. Several railway companies have established their own
targets. For example, U.S. passenger operator Amtrak joined the Chicago
Carbon Exchange (CCX) in 2003 and voluntarily made a commitment to
reduce Greenhouse Gas (GhG) emissions by 6% from 2003 through 2010,
using the baseline years 1998-2001, at that time the largest single voluntary
commitment of any company in the U.S. Amtrak achieved its target as planned
in 2010.
There are collective targets too. For example, 28 European members of UIC
have collectively committed to reduce CO2 emissions per passenger kilometer
and ton/kilometer by 50% by 2030, and are well on track to meet this target.
IMPROVING RAILWAY
ENERGY EFFICIENCY
Specic CO2 emissions from the European railway sector
(source: UIC)
Improving energy effciency is
the most important aspect of the
railways strategies to reduce
CO2 emissions, and of course
has signifcant business benefts
by reducing costs. For example,
French railway SNCFs energy
costs are around 800m annually,
with 80% used to power trains and
20% to operate buildings. SNCF is
introducing a 19-step energy-saving
program to reduce this consumption,
and shaving 5 or 10% off their energy
use would deliver not only signifcant
environmental benefts but also help
reduce costs.
Railway companies use a
combination of technical and non-
technical means to improve energy
effciency. Technical measures
include using more modern rolling
stock with lower energy consumption,
or innovative technologies such as
regenerative braking a system
that harnesses the energy produced
during braking, transferring it back
into the rail system, allowing other
trains to use it.
Non-technical measures include
energy-effcient driving techniques,
which focus on developing train
drivers expertise to save energy
or diesel fuel costs. Linked to both
these points is the installation of
clear Energy Metering on trains,
so that operators can monitor their
energy consumption and assess
which approaches save the most
energy. The table below highlights
some approaches and results from
railways around the world.
RAILWAY COMPANY EXAMPLES
SBB (Swiss Railways)
SBB has targeted energy savings equivalent to 57,500 households through
operations management, energy effcient driving, rolling stock optimization
and improvements in buildings and fxed facilities.
CFR-Calatori (Romanian passenger operator)
CFR-Calatori completed the implementation of 370 electricity meters on their
electric locomotives in 2008. Rolling stock modernization program decreased
total CO2 by 34% at the end of 2010 compared to 2007.
TCDD (Turkish Railways)
TCDD has Installed Auxiliary Power Units to locomotives instead of generator
wagons, to provide stand-by power for heating and light, which reduces idling
time and saves energy, and trained all their drivers on energy-effcient driving
techniques.
S (Slovenian Railways)
S has equipped their trains with energy meters and trained their drivers in
energy-effcient driving approaches.
Renfe (Spanish passenger operator)
Renfe estimates that energy effcient driving permits an energy saving of up to
10%. Regenerative braking has returned 6 to 10% of the energy employed on
HSR lines, and up to 40% on conventional services to the grid.
NS (Netherlands passenger operator)
Depending on the circumstances and individual driving style prior to the
training, the energy effciency of drivers has improved by 5 to 25%. A typical
method used is to quickly accelerate to maximum speed and then reduce
speed gradually until the next scheduled stop.
JR East (Japanese passenger operator)
JR East Has replaced old-type electric rail cars with new energy-effcient
ones: As of March 31 2011, about 88% of its rail cars are new ones.
CP (Portuguese passenger operator)
CP achieved energy regeneration of nearly 81,600 Giga Joules or 22.67 Giga
Watt Hours (GWh) in 2010 more energy than four large offce blocks, or
roughly 2,000 average households, consume in a year.
DB (German Railways and global logistics company)
DB has been using regenerative braking since the late 1980s and in 2010
around 890 GWh of electricity, or nearly nine percent of all traction current
consumed, was fed back into the network by using this method. All train
drivers have been trained in effcient driving techniques.
Southern and Southeastern (UK Train Companies)
Southern and Southeastern were the frst train operators in the UK to introduce
regenerative braking. The result was a saving of about 15% of consumption
on Southerns largest eet of trains since 2008 and a reduction in carbon
emissions by more than 11,000 tons a year.
RENEWABLE ENERGY IN RAILWAY OPERATION
In Japan, JR East promotes use
of natural energies including solar
and wind power. Solar panels are
installed at several stations and
facilities, and JR-East is proceeding
with research to determine the effect
of wind power. In Germany, DB
already has 25 wind turbines under
contract, which will generate 74
gigawatt-hours of electricity per year
roughly the amount consumed by
a city of 50,000 people. In total, DB
uses 19.8% renewable energy in
its traction mix- three percentage
points higher than the percentage of
renewable in the public energy mix.
Renewable liquid fuels are also a
possibility for railways using diesel
engines. A good example of this
is in the U.S. where Amtrak ran a
successful trial of a
B20 biodiesel (20%
Texan beef tallow,
80% Ultra Low
Sulphur Diesel) on
the Heartland Flyer
route from Oklahoma
to Texas. The trail
resulted in the use of
over 35,000 gallons
of renewable fuel.
Railway operators with electrifed
systems have the opportunity to use
renewable energy to reduce their
CO2 emissions, and many already
do this. For example in Finland,
VR has switched entirely to hydro-
electric power, thus halving its CO2
emissions. In January the Board
of Swiss Railway SBB decided
to cover future additional energy
demand (400 GWh) with hydro-
electric power. In Spain, the high
production of renewable energy
in the electricity sector (around
46% in 2010), allowed the Spanish
rail infrastructure manager Adif
to achieve a renewable energy
consumption of around 34.5% of its
traction energy supply.
Some railways produce their own
renewable energy. A particularly
innovative example is the Schoten
Rail Tunnel near Antwerp in Belgium,
where infrastructure manager
Infrabel has installed 17,820 solar
panels on the roof, covering a total
length of 3.4 kilometers (or 8 football
felds) which will deliver 3,300
MWh of electricity every year. This
corresponds to the average annual
consumption of around 950 families
and will save 47.3 million kg CO2
over 20 years.
Schoten Solar Rail Tunnel, Belgium (Infrabel)
Spanish high speed train passes a wind farm (Renfe)
REDUCING AIR POLLUTION IMPACTS OF RAILWAYS
The rail sector is a minor contributor
to air pollution, yet railways are
constantly working to reduce their air
pollution. In Europe, the rail sectors
share of total Nitrogen Oxide (NOx)
emissions of transport is only 3%
today, as efforts from the rail sector
have reduced its NOx emissions by
35% since 1990. The same is true
for Particulate Matter (PM), where
the rails share is 4.5% only and
rails PM emissions have also been
reduced by 35% since 1990.
In addition to the CO2 reduction
target noted in the previous section,
28 European railways have adopted
a target to reduce their total exhaust
emissions of NOx and Particulate
Matter (PM10
7
) by 40% in 2030
compared to base year 2008.
Individual railway companies are
also working on their own projects
and strategies. In Romania, CFR-
Calatori has embarked on an
ambitious modernization program
for its diesel train eet, installing new
engines compliant with Euro 4 air
pollution standards and with other
more advanced and energy-effcient
transmission, heating and cooling
systems.
In the U.S., Amtrak is reducing idling
times in its diesel locomotive eet by
introducing a Stop - Start system
which switches down idling engines
and starts them again when needed.
HDV: Heavy Duty Vehicles
Passenger cars
LDV: Light Duty Vehicles
National navitaion (Shipping)
Railways
INTl aviation
Mopeds & motorcycles
domestic civil aviation
International inland waterways
36%
9%
8%
3%
1%
1%
0%
0%
42%
NOx Emissions in Europe, 2009
Source: EEA
7. PM10 here refers to tiny particles suspended in air of the order of 10 micrometers or
less in diameter.
ENERGY EFFICIENCY IN RAILWAY BUILDINGS -
Energy effciency is also important in railway buildings,
and many railways are looking at this issue. The table
below provides some examples.
JBV (Norwegian infrastructure manager)
Achieved a 21% decrease in non-traction energy between 2003-2008 by
controls on switches, buildings and sharing information.
Amtrak (U.S. passenger operator)
Has carried out lighting retrofts at 18 facilities over two years, the cost of
which will pay back in less than 4 years.
SNCB (Belgian passenger operator)
Has improved the energy effciency of its buildings by 20% in 2011 compared
to 2005.
DB Schenker (German railway and international logistics
company)
DB Schenker Logistics built the frst logistics center fully heated and cooled by
geothermal energy, providing a 1,200 square-meter building with temperature
control and hot water.
Northern Rail (UK train operator)
Accredited to the new international energy management system standard
ISO5001. In its buildings, Northern rail has reduced electricity use by over
11% and natural gas consumption by over 15%.
ELECTRIFICATION REDUCES LOCAL AIR POLLUTION
which, added to a diesel locomotive
renewal, enabled SNCB to reduce
total exhaust emissions by 75 90%
over the past 20 years. Similarly, in
Germany, DB cut its PM emissions
by 89% and NOx emissions by 71%
between 1990 and 2010. These cuts
were made possible in large part by
the electrifcation of the rail network.
Company (NRIC) is delivering a
project to reconstruct and electrify
the railway line Plovdiv-Svilengrad
to enable 160km/h rail traffc. The
project is part of the international
transport corridors IV and IX
which are included in the creation
of integrated transport system in
Europe. This will reduce local air
pollution from railway operation.
Electrifcation enables railway
companies to use electric
locomotives that produce little or
no local air pollution. Many railways
are progressively electrifying their
services. In Belgium for example,
about 95% of the SNCB passenger
trains and 83% of the SNCB-logistics
freight trains now use electricity,
As noted in the previous section,
electrifcation also enables railways
to use renewable electricity. In
Portugal, electrifcation of the
network from 2009 to 2010 resulted
in a reduction of CO2 emissions by
6,240 tCO2e (a reduction of (4.6%),
and as well as producing fewer air
pollution emissions. The Bulgarian
National Rail Infrastructure
JAPAN: REDUCING AIR POLLUTION FROM POWER PLANTS USED FOR RAILWAY OPERATION
Electrifcation does not solve all air pollution problems when electricity is used for traction, these is pollution from electricity production occurring at the power
plant. In Japan, JR East has its own thermal power plants to provide electricity for its train operation. JR East has been trying to minimize the negative impact
on the environment by these power plants, and has equipped the plants with NOx removal equipment, low NOx burners, dust collectors, and other measures.
In consequence, NOx emission from the plants has decreased by half, compared with 1991.
NATURAL HABITATS AND BIODIVERSITY
In several countries the railway is one of the largest land owners and managers, creating a special responsibility to manage land in the
best interest of nature and biodiversity. For operational reasons, railways need to manage vegetation near the line and take care of
animals living on, near or crossing the lines. This section highlights examples of how railways around the world are dealing with these
issues.
USA: BALD EAGLES ALONG THE HUDSON RIVER
The increasing number of Bald Eagles
along the Hudson River in upstate
New York is a success story for the
natural environment, but unfortunately
increases the risk of bird strike for
the railway. Amtrak and government
organizations have established a
plan to reduce eagle mortalities.
For example by removing dead
animals, which are a source of food for
eagles, from near the railway, fewer eagles are attracted to the tracks. A
comprehensive Eagle Conservation Plan is being developed.
BELGIUM: SMART TRAIN TO MINIMIZE HERBICIDES
The Belgian infrastructure manager Infrabel uses a smart train to minimize
the use of herbicides. The train uses a camera and a powerful computer
program to automatically track the concentrations of weeds along the
tracks, which are then sprayed with herbicides. In this way the amount
of herbicides used is reduced by 30% and unwanted vegetation also
decreases by 30%. Every year the train covers 10,000 km of tracks.
White Stork and Catenary Nest Platform (Bulgarian railways)
BULGARIA: WHITE STORK NESTING SITES
In Bulgaria the poles that support the catenary system are popular places for the
White Stork to build nests. Unfortunately, the overhanging boughs can short-
circuit the electric system, causing the nests to catch fre causing disruptions
on the line and burning the eggs or young birds. The Bulgarian Railway (NRIC)
received permission from the Ministry of Environment and Waters to remove a
number of nests and re-build them on special platforms built over the catenary
poles. Between February-March 2010, forty-three insulated platforms were
installed protecting both the nests and the infrastructure.
SLOVENIA: WILDLIFE CROSSINGS
Slovenian railways (S) developed innovative habitat protection measures
during the construction of the Puconci Hodo line. Underpass tunnels for
amphibians and otters, in the form of culverts, have been constructed and
gradual overpasses have been constructed at places of regular rail crossing
points for deer. Monitoring of wildlife crossings has been conducted three
years after the line construction was completed and results show that the wild
animals have become accustomed to using the safe crossings.
POLAND: GREEN BRIDGES AND SONIC DETERRENTS
Railways can be a barrier to the movement of animal species. Polish railway
PKP has developed two Green Bridges on line E20 to lead animals safely
across the line. Fences alongside lines guide animals toward the green bridges
to assist safe crossing. PKP has also installed devices to deter animals from
trains. Moments before a train passes, the device emits a series of natural
sounds that animals perceive as a warning of approaching danger. Installed
70m apart on alternative sides of line at points where animals normally cross,
these devices do not impede animal migration.
CZECH REPUBLIC MIGRATION AND HIBERNATION OF PROTECTED SPECIES
The construction phase of the project Optimization of the line Zbiroh
Rokycany created a number of complex environmental challenges for Czech
railway infrastructure manager SDC. It was necessary to provide migration
tracks through the construction site for nine amphibian species, fve reptile
species, the European brook lamprey and several fsh species including the
European bullhead. In the end the construction works had no destructive
impact on migrating species. Also, the project required a site to be built to
allow amphibians, reptiles and invertebrates to hibernate safely. This complex
project required special training and instruction for construction foremen, and
has led to the defnition of construction principles for nature protection.
NOISE AND VIBRATIONS
Noise and vibration represent one of the biggest environmental challenges for the railway. To facilitate effective noise and vibration management, UIC promotes
and develops best practice in the context of sustainable development. This is achieved through research projects and an expert network at which information
and good practice is shared and disseminated.
JAPAN FOREST DEVELOPMENT
JR East has run a Forest Development program in cooperation with local
communities since 1992. The aim is to plant trees along railway lines to
encourage the development of more environmentally friendly railway zones.
A total of 44,000 people have participated in this program and about 300,000
trees have been planted along the lines.
SPAIN: PREVENTION OF FOREST FIRES
The application of the measures contained in the Adif and Renfe common
Annual Forest Fire Prevention Plans has led to nearly 60% reduction years in
the number of fres occurring alongside railway lines that could be attributed
to the rail system, from 7% in 2006 to less than 3% in 2010.
NETHERLANDS BEE HOTELS
Many experts in biodiversity share the opinion that bees are of critical
importance for maintaining biodiversity. ProRail, the rail infrastructure
manager of the Netherlands, has created a number of sanctuaries for bees at
rail crossings in protected areas. At these spots (known as bee hotels) the
bees can safely reproduce.
From left to right: Mr Johannes Grber (DB
Systemtechnik), Mr. Loubinoux, Dr. Rausch,
State Secretary Scheuerle standing in front
of a wheelset with a LL block
JOINT RAILWAY SECTOR PROJECTS ON NOISE AND VIBRATION
The EuropeTrain project
The EuropeTrain project collecting
real operational data to pave the
way for homologation of LL Blocks
low-noise whisper brakes. These
can be installed without major
adjustments to the braking system
resulting in a fnancially viable option
for retroftting the existing wagon
eet with silent technology.
www.europetrain.uic.org
The RIVAS project
The RIVAS project is developing
practical solutions to minimize low
frequency vibration and ground
borne noise.
UIC projects
UIC has a strong noise research
program run on behalf of our
members. Recent reports include
a study on the real costs of noise
mitigation and clarifcation of the
noise reduction achievable by
retroftting see www.uic.org and
www.rivas-project.eu for more
information.
European railways have agreed a
vision for 2050 where environmental
noise from 24-hour passenger
and goods operations is reduced
to a socially and economically
acceptable level. This ambitious
vision is supported by several
research projects, including:
WP8
WP1
WP2
WP3 WP4
WP5
WP6
WP7
Technical
Coordination
Financial
& contractual
Management
Dissemination,
exploitation
& training
Mitigation
measures
on vehicles
Mitigation measures
on transmission
/ propagation
Mitigation
measures
on track
Mitigation
measures
at source
Assessment
and monitoring
procedures
Picture of wagon retrotted with k-blocks. Old wagons such as these are now as silent as
modern passenger vehicles.
Retrotted freight wagon Noise barrier
CASE STUDIES NOISE REDUCTION: EXAMPLES AND HIGHLIGHTS OF RAILWAY COMPANIES NOISE REDUCTION ACTIVITIES
Their EMG 310 trains have been ftted with new lower-noise disc brake pads,
and wagons and coaches have been equipped with new modifed lower-noise
cast-iron brake blocks.
JR East (Japanese railway)
JR East has taken many steps in order to reduce noise from HSR such as the
installation of sound proof walls and sound-absorbent materials; rail grinding
to smooth out uneven places in rails, and other measures. For the newest
HSR train set, JR East has installed low-noise pantographs. On conventional
lines, JR East has been minimizing noise by installing long rails on tracks and
by using more precise rail grinding technology and wheel-tuning.
The SBB Noise Protection Program (FinV) includes the retroft of rolling
stock for noise reduction and other measures, including in 2011 the innovative
noise renovation of the Wettingen Rail Bridge.
TCDD is developing the technical capability of their business in order to
meet EU Noise Directive requirements. For example, TCDD is considering
implementing noise mitigation measures on residential parts of the high
speed line between Ankara and Eskiehr, and acoustic barriers in other areas.
RAI (Iran Railways)
A study on the impact of vibrations on structures near the railway, including
feld tests at Bahram station, has been carried out by RAI. This enabled
causes on the railway such as uneven rails and worn or at wheels to be
isolated, and provided new ways to assess the potential impact of vibration on
buildings (key factors include distance from track and dissemination in soil).
Renfe (Spanish train operator)
32% of Renfes current eet of freight wagons are now equipped with
synthetic brake shoes, accounting for 62% of traffc. In the medium term, half
of Renfes Freight and Logistics eet, the most used division and the one
providing most services, will be equipped with braking systems that reduce
noise levels by up to 10 decibels. In many cases this reduction will mean
perceived environmental noise will be reduced by half. These brake shoes
also reduce the risk of starting fres along the track.
JR-Maglev and a noise barrier A noise barrier in Austria (BB)
BB (Austrian Railways)
BB considers noise reduction to be an integral part of environmental services,
and is implementing measures including noise barriers, rail grinding, mass-
spring systems in tunnel areas, use of sub-ballast mats and improvements in
the rail vehicle sector.
DB (German Railways)
DB has set out to cut noise pollution caused by rail transport in half by 2020
compared to 2000. In 2010, DB implemented traditional noise remediation
measures, primarily building noise barriers and installing sound-proof
windows, along over 160km of track in 2010. In addition, since 2001, all
new cars purchased by DB Schenker Rail come equipped with low-noise
whisper breaks, and now 7 percent of DBs freight cars now use quiet brake
technology.
SNCF (French Railways)
Over the course of 20 years, research has reduced train noise by 10 decibels,
and SNCF is working to eliminate another 10 decibels by 2020 by addressing
every source: motors, wheel/rail screech, and aerodynamic noise. To protect
trackside homes and businesses, SNCF researchers have developed
software to design the most effective noise-abatement wall.
Infrabel (Belgian infrastructure manager)
By developing a Weight in Motion systems (W.I.M) that weighs every passing
train and gathers data about the noise and vibration caused in the rails. This
will allow exceptionally noisy wheels to be identifed and reported to the
relevant railway operator. After evaluation via two pilot locations, a W.I.M
system will now be installed at 15 other sites.
SDC (Czech infrastructure manager)
SDC reduced decreasing noise pollution on average by 8 dB in 2008 and
by an average of 5 dB in 2009. Measures included using under sleeper pads
and rail noise absorbers (for the frst time in the Czech Republic) instead of
anti-noise screens construction.
REFER (Portuguese infrastructure manager)
REFER has installed noise barriers in the more urbanized areas of their
network.
A3 Rail is the safest mode of transport
Safety is a key aspect of the social aspects of sustainable development and is also one of the most important subjects for any transport mode where the key
objective is the transportation of people and products. This section presents some information on railway safety in Europe, and a selection of projects from
railways around the world aimed at tackling the most important safety issues. Section C3 provides some more information on the management processes and
strategies designed to ensure safe operation.
0
2008 2009 2010
300
600
900
1200
1500
Passengers
Employees
Level Crossing Users
Unauthorized person
Other
928
380
89
44
38
852
405
37
62
29
750
359
62
41
44
Number of fatalities per victim category 2008-2010 Fatalities per victim category (2008-2010)
Source: European Rail Agency, Railway Safety Performance in the EU 2012 Source: European Rail Agency, Railway Safety Performance in the EU 2012
EUROPEAN RAILWAYS OVERALL PERFORMANCE ON SAFETY
61%
4%
4%
3%
28%
Passengers
Employees
Level Crossing Users
Unauthorized person
Other
8. Eurostat People killed in road accidents
http://epp.eurostat.ec.europa.eu/tgm/table.do?tab=table&init=1&language=en&pcode=tsdtr420&plugin=1
9. European Rail Agency, Railway Safety Performance in the European Union 2012, Page 16
http://www.era.europa.eu/Document-Register/Documents/SafetyReport2012.pdf
34,500 people were killed in road
accidents in the 27 member countries
of the EU
8
. This compares to 1,385
fatalities on the EU rail network in
the same year or putting it another
way 25 times less. The railways are
constantly working to reduce this
and in 2010, a total of 1,256 fatalities
were reported on the rail network, a
decrease of 10% from the previous
year. Unfortunately the majority
of fatalities on the EU rail network
were unauthorized persons (more
The vast majority of transport
accidents and deaths in the
European Union (EU) occur on the
road. The most recent fgures for
road fatalities available at time of
writing show that in 2009, a total of
commonly known as trespassers).
Level-crossing accidents account
for 28% of fatalities, whereas
passenger fatalities make up less
than 5% (see charts below)
9
. UIC
statistics illustrate the long-term
decreasing trend in fatalities (see
below).
10. European Rail Agency, Railway Safety Performance in the European Union 2012, Page 6 http://www.era.europa.eu/Document-Register/Documents/SafetyReport2012.pdf
11. ERA, Railway Safety Performance in the EU, http://www.era.europa.eu/Document-Register/Documents/Safety-Performance-Report-2011.pdf
REDUCING SUICIDES
AND TRESPASS ON THE
RAILWAY
The majority of fatalities on the EU
railways are suicides; these are
counted separately to other railway
fatalities. According to the ERA
Railway companies accept a shared
responsibility with public authorities
and the road sector to tackle level
crossing incidents, and railways take
a strategic approach to reducing
accidents and promoting safety at
the road-rail interface.
The approach to level crossing
safety can be summarized as
the Three Es: Engineering,
Enforcement and Education.
Engineering solutions include
removing the crossing altogether
(provided alternative traffc routes
can be found), improving traffc
signals, and improving the technical
function of the crossing through
for example installing automatic
barriers. Visibility improvements are
also important and measures include
cutting foliage, suppressing signs,
adding led lights on the barriers, or
along the tracks, yellow painting or
zebras on the ground, and installing
speed bumps.
Billion PKm
1975 1970
0,0
0,5
1,0
1,5
2,0
1980 1985 1990 2005 2000 1995
Railway Passenger fatalities in Europe per billion PKm
5 year average
Source: UIC Statistics
there were 2,743 suicides recorded
on EU railways in 2010
10
. To help
address both suicides and problems
of unauthorized persons UIC is
coordinating the RESTRAIL project
www.restrail.eu. Co-funded by the
European Commission, RESTRAIL
will provide the rail transport and
industry decision makers and other
stakeholders with an analysis
and identifcation of cost effective
prevention and mitigation measures.
RESTRAIL will also assist railway
companies to reduce the negative
operational consequences of
trespass and suicides on the
network.
LEVEL CROSSINGS WORKING
WITH PARTNERS WORLDWIDE TO
REDUCE FATALITIES
Accidents at level crossings (i.e.
accidents at the road-rail interface)
are recorded in railway statistics,
although in fact the majority of these
incidents are caused by road users
and pedestrians. To put the fgures
into context, level-crossing fatalities
represent 29% of railway-related
fatalities, but a tiny 1.2% of all road
fatalities in Europe
11
.
lnLernauonal Level Crosslng Awareness uay
Act Safely
at Level Crossings
7 June 2012
ILCAD campaign
Fast speeding trains going through level
crossings
HIGHLIGHT: ILCAD - INTERNATIONAL LEVEL CROSSING AWARENESS DAY
Running under the motto Act
safely at level crossings the railway
community, in conjunction with road
sector organizations, the European
Commission and the United Nations
Economic Commission for Europe
(UNECE), has established the
ILCAD campaign to raise awareness
among road users and pedestrians
of the risks at level crossings and
to change their behavior. More than
40 countries around the world were
engaged in ILCAD 2011.
The next campaign is taking place
on 7 June 2012 worldwide.
Please see www.ilcad.org for more
information.
The International Level Crossing
Awareness Day (ILCAD) is a yearly
campaign aimed at making the
road users and pedestrians aware
of the dangers at and around level
crossings. In the majority of cases
accidents at level crossings are
due to misuse by motorists and
pedestrians, and education is
therefore important, to highlight the
risks and make people aware of the
potential consequences if they do
not follow the rules of the road.
RAIL COMPANY EXAMPLES
See below some examples of level crossing safety measures
introduced by UIC members who have contributed to this report.
It is important to stress that many other railway companies
worldwide are active working to reduce accidents on or around
level crossings as a top priority.
Manages over 8,000 level crossings and strives to close those which are evidently not being used, or where there are two close together, allowing one to be
closed without undue traffc disruption. In 2010 a total of 115 railway crossings were closed and improved safety devices were installed at 70 railway crossings.
In 2011 a further 73 crossings were closed.
Decreased the number of level crossings from 1,006 to 841 over 10 years, with the number of un-gated level crossings decreasing from 691 to 505.
Amtrak (U.S. train operator)
Six level crossings will be removed on the Keystone Corridor route. This involves detailed work with local stakeholders to identify acceptable alternative traffc
routes. Has also created a hard-hitting flm called Cheating Death which features graphic security-camera footage and interviews with families affected by tragic
deaths of their loved ones and has won four media industry awards.
Lights have been set in the roadway and variable message signs help increase drivers attention.
NRIC (Bulgarian infrastructure manager)
By upgrading traffc lights to add a white, slow, twinkling light which informs drivers that the automatic Level Crossing device is in good working condition and
that there is no railway vehicle approaching.
PKP (Polish Railway Lines Company)
The Stop and Live level crossing safety campaign uses simple, clear messages in a variety of media channels, to raise awareness and reduce accidents.
A4 Rail relieves roads and reduces congestion
Commuter railways play a key role in major cities around the world, and economic centers such as Tokyo, Mumbai, Moscow, Sao Paulo, Paris, and Buenos Aries
(not to mention London, Berlin and many, many more) rely heavily on railways to bring people to work and back, avoiding putting cars on the road. The negative
economic impact of congestion is well-known.
A study by the Texas Transport Institute concluded that the cost of congestion in the United States has risen from $24 billion in 1982 to $115 billion in 2009
12
. A
UK government review estimated that traffc congestion may cost the UK economy up to 22 billion in lost time by 2025
13
.
A5 Rail has macro-economic advantages for society
12. Texas Transportation Institute, Urban Mobility Report 2010
13. UK Department for Transport, the Eddington Transport Study, 2006
14. UITP, Media Backgrounder, Integrated Urban Mobility http://www.uitp.org/news/pics/pdf/MB_IntegratedUrbanMobility1.pdf based on the UITP Millennium Cities Database
15. Van Essen et al, External Costs of Transport in Europe: Update Study for 2008
As part of an integrated public
transport system, railways reduce
transport costs for individuals
and households. In cities and
metropolitan areas with a car-based
economy, the amount spent out of
the local GDP on mobility can be
twice as high as in cities where the
majority of trips are made by public
transport, walking and cycling. For
example, Singapore, Hong Kong
and Munich spend about 6% of their
GDP on mobility, whereas Houston
spends 14%, and that includes
both the cost for the society and
individual
14
.
Another way to measure the
economic benefts of rail is to
consider the concept of external
costs. These are negative effects
of transport such as accidents,
air pollution, climate change or
congestion, which are not included
in costs paid directly by transport
users. A new study for UIC by a
team of highly respected consultants
quantifed these external costs of
transport in the EU show that the
road sector generates 93% of total
external costs while rails part is just
2%
15
.
A6 Rail enhances sustainable integration of
transport and mobility modes
A combination of transport mode
choice is a crucial element of
sustainable transport systems. It is
not possible to solve the mobility
and transport challenges with single-
mode transport systems intelligent
choices are needed for both
passenger and freight transport with
regard to local, regional and long
distance journeys, adapted for the
local context. In freight shipments,
for example, combined transport
is the ideal solution to overcome
competition between different
carriers on the basis of cooperation
and partnership to the beneft of
all concerned. Combined transport
refers to the transport of goods in
a vehicle or in loading units (swap
bodies, containers or semi-trailers),
where the major part of the journey
is done by rail, inland waterways
Modalohr system manufactured by Lohr industrie and shown at InnoTrans, trade fair focused
on the rail transport industry, 23 September 2010, Berlin.
or sea, and any pre- and onward
carriage is carried out by trucks.
Consequently, combined transport
is using the main strengths of each
transport mode.
For passenger mobility, rail has
always offered its services as a
natural part of the entire journey as
people have had to fnd other means
of transport at both ends of their
rail journey (by e.g. walking, biking,
using public transport or car-sharing
to and from railway stations). High
speed rail service combined with
intercontinental ights is also a good
example of how rail can substitute
short distance ights within Europe
and encourages co-modality. Please
see section B5 for specifc examples
of co-modality in the passenger and
freight sectors.
Section B: Meet the expectations of customers
Rail provides attractive mobility and transport solutions for customers
B1 Rail travel and commuting increases quality and
productive time
Traveling by train gives passengers the chance to work, rest, sleep, read a book,
or simply spend time with their family and friends. Many railways provide services
and facilities to help passengers make the most of their train journey.
HIGHLIGHT SOCIAL
NETWORKING ON DUTCH
RAILWAYS
People traveling by public transport
in the Netherlands are, generally
speaking, constantly communicating
with their smartphones, MP-3
players, notebooks and tablets. The
basic idea behind Social Coup is
that the train can be the meeting
place for human contact, to discuss
and share experiences of common
interests. NS supports this idea
since it contributes to more social
cohesion and the well-being of its
customers. On some of the main
corridors a dedicated compartment
(coup) of the train will be available
for this activity. Twitter and Facebook
is used as a platform to make
appointments and to be updated.
LEISURE JOURNEYS
In Romania some INER-REGIO
trains on the CFR-Calatori network
have in their composition saloon
cars, half-compartment and
compartment cars with six and four
seats which offer passengers a
pleasant trip in a group or with their
families. In Switzerland, SBB will
have renovated all 40 of its Family
Wagons in the Intercity Double-
Decker trains by the end of 2012.
In Austria, BB offers the Timi
Taurus comic (www.timitaurus.at)
and animated website for children,
which aims to bring children closer
to railways.
BUSINESS TRAVEL
For business travelers internet communication is vital and many
railways around the world have introduced WiFi coverage.
HIGHLIGHT USING RAIL TO
ACCESS NATURE IN THE U.S.
AND GERMANY
Amtrak has developed a partnership
with the U.S. National Parks Service
to provide guided commentary and
information about National Parks
through which the train is passing.
Amtrak has also developed the
Parks in Your Backyard website
which promotes and facilitates rail-
based tourism.
http://amtraktoparks.com
In Germany, DB and the major
German environmental associations
have run the Destination Nature
initiative since 2001, which combines
sustainable tourism in protected
areas with environmentally-friendly
travel to and from destinations and
local mobility for public transport.
Information is available online at
www.fahrtziel-natur.de.
The Amtrak Connect WiFi service
is available on all Acela Express
services in the North East corridor
and is rolling it out in Washington
State.
Onboard Internet service is given in
3 of 12 coaches on TCDD main-line
services.
East Coast and Virgin Trains
(UK train operators)
Both these UK long-distance train
operators have introduce WiFi on
their services.
Thalys (International train
operator)
The Thalys HSR that connects Paris,
Brussels, Amsterdam and Cologne
has installed high-speed WiFi.
NSB (Dutch train operator)
Has introduced an online portal that
shows information about network
coverage along the line, as well as
information on stations and about
the journey.
All BB RailJet trains should be
equipped with WiFi by the end of
2012.
The ICS (InterCity Slovenia) train
on the Ljubljana-Maribor route
offers passengers the opportunity
to use their laptops during the ride
and provides them with daily news
publications.
B2 Rail provides reliable mobility & transport
Similarly, in Belgium, SNCB and
Infrabel launched a common action
plan in order to improve punctuality.
One of the key issues of this plan
is to increase reliability of rolling
stock. Four main actions were taken
to do reach this goal: Enhancing
the reliability of the existing
eet, reinforcing the engineering
capacity of the technical services,
implementing LEAN-management
principles in the workshops and
Improving train repairs by better
education and using diagnostic
tools.
IMPROVING RELIABILITY PASSENGER INFORMATION
An important aspect of reliability is access to up-to-date information on any
delays or incidents in railway traffc, and the following list includes some
examples of innovative approaches to providing this information.
Passengers can obtain journey information on the offcial website, which can
also be accessed with a Smartphone.
HZ (Croatian passenger operator)
Recently opened a 24/7 Operating Centre, to provide consistent
communication between staff, transport users and stakeholders and to plan
alternative transport solutions in case of disruption.
Uses various means e.g. telephone, webs, signs at stations, screens on
trains, TV to provide information on train operation for customers, either when
train operation is in a normal condition or when there is an incident.
National Rail Enquiries (UK rail information service)
Offers many different ways to access real-time information on passengers
rail journeys, including a real time journey rail journey planner accessible by
Smartphone, SMS alerts for specifc routes, and Twitter updates.
Reliability is one of the fundamental
priorities of the rail service, and
operators and infrastructure
managers are working together to
improve this aspect of the service.
For example, in the U.S., passenger
operator Amtrak and their host
railroads (infrastructure managers)
have developed a joint operating
performance regime to improve on-
time performance. The initiative frst
defned what types of delay were
attributable to which partner and then
developed a hierarchy of actions to
improve Operation, Maintenance
and Capacity. Importantly, clear
metrics and standards were agreed
to measure progress.
All passenger railways in the European
Union offer assistance to people with
reduced mobility
B3 Rail improves access to mobility
Railways offer mobility to everyone, supporting the social equity component of sustainable development, but also help those who are
less mobile. This section focuses on the ways in which railways worldwide offer assistance to passengers with reduced mobility. Today
an increasing number of people choose to travel by rail even if they have a car and therefore rail services that are accessible to all offer
access to employment, education and leisure services for the able-bodied as well as those who are not able to drive.
PASSENGER ASSISTANCE
AND SUPPORT
For example in Switzerland, SBB
provides an Access to Mobility
information course for older
passengers, to provide practical
advice on using the rail network. The
Portuguese passenger railway CP
has developed the SIM (Integrated
Mobility Service), a centralized
telephone service aimed at helping
passengers with mobility needs.
In Belgium, SNCB has introduced
mobile teams to provide assistance
in stations where no or insuffcient
numbers of staff are available.
In Spain, in 2009 Renfe and Adif
extended the coverage of free
customer care services to disabled
persons, called Atendo, to more
than 240 stations. During the year,
assistance was provided on 235,571
occasions, an increase of over 100%
compared to the previous year.
All passenger railways in the
European Union offer assistance
to people with reduced mobility.
This assistance includes telephone
numbers to book assistance at
stations (this typically involves
helping passengers with reduced
mobility to get on and off trains safely,
then helping them either change
platforms or leave the station), and
information on how to plan a rail
journey using stations with step-
free access. Many railways provide
additional services.
HIGHLIGHT PASSENGER ASSISTANCE IN ROMANIA
The Romanian passenger operator CFR-Calatori provides assistance for people with reduced mobility for both their
international and domestic journeys. Assistance for domestic journeys for any station is provided at passenger request
at least 48 hours before the trip starts. For international journeys, assistance requests are submitted by the CFR-
Calatori call center to other railways for approval and confrmation and are monitored carefully until the journey is
completed.
ACCESSIBLE TRAINS
New rolling stock is equipped with features to make traveling easier for people
particular mobility needs. For example in Norway, NSB has ordered 50 new
vehicles which embody the concept of universal design technically viable,
functional, comfortable and safe, plus design for passengers with reduced
mobility, such as low oor entrances, wheelchair spaces, induction loops,
tactile systems and the use of Braille.
In Croatia, HZ is placing into service low-level vehicles in suburban and
regional passenger services, and is altering heights at existing platforms
to be 550mm level. In Belgium, passenger operator SNCB has ordered 76
double-deck carriages over the past few years with lowered access doors
and increased space. SNCB will also ensure the oor height of its new trains
corresponds to the height of the standard platforms, to make it easier to get
on and off trains.
ACCESSIBLE STATIONS CASE STUDIES
A fundamental part of making railways more accessible is making stations
more accessible. Railways worldwide are working to upgrade existing stations
to meet mobility requirements, and new stations are built with modern building
codes for accessibility. This section contains a selection of examples.
BB has a Barrier Free Access initiative, led by a dedicated coordinator,
which will deliver barrier-free access to all stations with a frequency of at least
2,000 passengers per day by 2015.
Infrabel (Belgian infrastructure manager)
The railway sector is committed to implementing modifcations to station
buildings. All must be made accessible for those with limited mobility by 2028.
The 52 station buildings with 60% of the traveling public must be accessible
by 2012.
Pedestrian subways (underpasses) nationwide have been equipped with
handrails and Braillle signs, and staircases have been equipped with tactile
pavings (strips) for visually-impaired persons. Railway stations nationwide
are being equipped with automatic sliding doors, which provide unobstructed
access to ticket offces, public toilets and traffc information centers, and later
on, platforms.
Ensures that all new and reconstructed platforms have at least one barrier-
free way, allowing access to trains for persons of reduced mobility, and has
installed light signaling and also remote sound signaling at 62 points to guide
sightless persons safely across points where the railway line crosses the path
of pedestrians.
In accordance with the Japanese Barrier-Free law, JR East has been installing
elevators at stations serving more than 3,000 passengers a day, and has
installed additional escalators at stations without a legal requirement. As of
March 31 2011, JR East had completed installations at 469 stations. Currently,
about 80% of stations at which elevators are required are barrier-free.
Indian Railways
Indian Railways is implementing an ambitious program to improve accessibility
for disabled passengers at over 1,500 strategically chosen stations.
ADIF (Spanish infrastructure manager)
More than 41 million euros have been invested in making the network more
accessible. Some 89% of passengers use ADIF stations adapted to people
with reduced mobility. Likewise, the Dialoga Service, aimed at the deaf and at
people with hearing impairment, has been introduced.
Amtrak is making changes to hundreds of stations to allow access for
passengers of reduced mobility, both in the exterior and interior (e.g. passenger
lifts to platforms at 193 stations). This is a complex exercise because many
stations in the U.S. are historically important and protected.
NRIC (Bulgarian infrastructure manager)
NRIC has renovated lifts and elevators in many stations between 2008 and
2009 to improve accessibility. For the reconstruction of the Plovdiv-Svilengrad
line, in accordance with EU requirements for people with reduced mobility,
NRIC provided a number of measures including inclined ramps for safe
access to the stations and platforms, tactile oors in stations and platforms
and new lifts, plus the general reconstruction of several stations.
B4 Rail reduces the environmental footprint of its customers
REWARDING ENVIRONMENTAL CHOICES
Many railways are adopting innovative ways to reward customers for making
a greener travel choice. In Italy, for each journey by FS - Trenitalia, fdelity
card holders are rewarded with green points calculated on the basis of CO2
emissions saved compared to other modes of transport. Green points are
added to normal points that can be used to obtain free fdelity tickets or
rewards from a catalogue.
In the U.S., Amtrak runs a fdelity scheme called Guest Rewards, which also
allows participants to redeem points for independently verifed carbon offset
projects (the Amtrak CarbonFund initiative). In Germany, DB offers passenger
and freight customers CO2-free journeys under the programs Umwelt-Plus
and Eco-Plus. DB buys renewable energy specifcally for this purpose and
uses at least 10% of revenues from CO2-free products to help build new
plants to generate renewable energy.
PROVIDING ENVIRONMENTAL INFORMATION
Many passenger railway operators (for example in Switzerland, France,
Germany, Austria, Portugal and Romania) provide environmental comparison
information on their website.
The UIC EcoPassenger website provides potential travelers with an
environmental footprint calculation for international rail journeys in Europe
(www.ecopassenger.org). The EcoTransIT system provides freight operators
with a worldwide multi-modal logistics planning tool that also offers
environmental comparisons (www.ecotransit.org)
Environmental information is often also provided through more traditional
means. In Italy, FS - Trenitalia prints a comparison of average CO2 emitted
for the same journey by train, car and plane on its long-distance tickets. In
Austria, BB provides CO2 comparison data on passenger tickets and also
on freight delivery notes.
ENVIRONMENT INFORMATION
CASE STUDY FINLAND
A good example of environmental
communications comes from
Finland, where the transport agency
VR published in 2007 a list of 12
environmental promises, including
for example a pledge to reduce
CO2 by 50% by 2012. This public
commitment is at the heart of VRs
communications strategy, which
aims to strongly promote the green
credentials of the organization. For
VR this is much more than a logo
change it requires visible and
concrete actions.
B5 Rail is the backbone of attractive and sustainable door-to-door and mobility concepts
In the Netherlands there is one smart card for all modes of public transportation
allowing complete interoperability throughout the country. Train operator NS
offers pre-and-post transport services such as bikes, e-bikes, e-scooters and
even e-cars. Access is also made easy by using the smart card.
Amtrak has a Codeshare with Continental Airlines for journeys from Newark
Airport to Philadelphia. Passengers make this train journey using their air
ticket, rather than ying.
Romania has created an integrated system in Bucharest, where passengers
can travel using a single ticket for all means of transport (train, metro, bus &
tram).
In Lisbon, contactless ticketing integrates all modes. All operators sell tickets
and provide Customer Support for passengers. Season passes can be bought
from any ATM in Portugal.
In France, SNCF, Orange, PSA and Total created a new fund, Ecomobility
Ventures. This is the frst European investment fund dedicated to sustainable
mobility, with 30 million euros at frst.
In Belgium, SNCB and Cambio, (a Car Sharing provide) offer car sharing
services at 18 stations, with another 15 locations near stations.
In Italy, FS Trenitalia and Maggiore (a car Rental Company) offer long-
distance rail travelers to Rome and Milan electric car rental vehicle rentals,
with integrated ticketing & free parking.
The railway sector is taking a lead in offering door-to-door options
for customers, providing an alternative to the convenience of the
car.
PASSENGER EXAMPLES CO MODALITY
In the UK, bus and train operators have developed PLUSBUS, Europes only
nationwide bus-rail ticketing scheme developed entirely by private sector
operators with no government subsidy.
SNCB provides over 70,000 cycle parking spaces at stations and partners
with FIETSenWERK, a social enterprise, to maintain bicycle storage areas,
remove abandoned bikes, and provide repair and rental services, at 40
stations in Belgium.
Switzerland offers an integrated and synchronized timetable for the whole
public transport system. Buses are timed to meet train timetables and it is
possible to buy train tickets on the bus.
Attica Group in Greece provides seamless rail - ferry services through fast
bus transfer from ports to
the nearest train station;
integrated timetables and
ticketing.
In Madrid, Renfe allows
clients to transport bicycles, at
all times, in all the commuter
services for free. Most of the
trains have a special railcar
with the oor adapted to the
platforms to make it easier to
transport bikes.
RAILWAY STATION
FREIGHT EXAMPLES OF CO-MODALITY
Studies are ongoing to restart semi-
trailer transport between Turkey and
central Europe. In Bulgaria, NRIC
has developed a Ro-La terminal at
Dragoman (Ro-La is a combined
transport system to transport trucks
and cars by rail), and is building
another at Svilengrad, to provide
railway access for trucks and cars to
Bulgaria and the EU.
In France, in 2010, traffc doubled
on the Luxembourg-Perpignan rail
motorway. SNCF has set a goal to
attract 74,000 semi-trailers to the
Alpine RailMotorway each year and
to create a European network of rail
motorways stretching to Spain and
England, and connecting through
Marseille to the Motorways of the
Sea. In Sweden, Trafkverket is
working with Norway, Denmark,
Germany and the Netherlands
to implement a Green Corrridor
from Oslo to Rotterdam. This
promotes sustainable logistics and
partnerships on a particular freight
corridor.
Freight by rail is growing especially
in combined transport and
commodities. Between 1988 and
2008 international combined
transport increased by 215%
worldwide. Freight operators are
constantly looking for ways to
streamline the movement of goods
between transport modes. For
example in Turkey, TCDD and
partners have combined train-ferry
freight transport between Samsun
(Turkey) and Kavkaz (Russia), and
also a demonstration train between
Wels (Austria) and Halkali (Turkey).
There are some further highlights
of co-modality with environmental
benefts in the links between
the maritime and rail sectors.
For example, with coordination
by Swedish transport authority
Trafkverket, the port of Gothenburg
has achieved a 50% market share
for rail. In Greece, Attica Group
has developed technical solutions
for direct loading and unloading
from trains to vessels; integrated
schedules, and cooperation on legal,
pricing and cross-border issues.
B6 Rail involves its customers in developing
target-group specifc services
Customer Feedback: In 2010, JR East received about 500,000 customer comments. All of these comments are quickly
treated and analyzed on a companywide basis in order to improve its service quality. Annually, JR East conducts an
annual customer satisfaction survey to gain an understanding of how customers evaluate its services that it cannot get
simply through customer feedback and to check levels of customer satisfaction.
CFR-Calatori (Romanian passenger operator)
Ticketing and Fares: Innovative ticketing and fares options have been created following requests from passengers,
including tickets valid for one calendar month that allow 5, 10 or 15 round trips of your choice, and a round trip ticket
for students sold online.
SNCB (Belgian passenger operator)
Corporate Tickets: A number of initiatives have been provided to make it easier for companies to provide rail tickets
for their employees. These include an internet service to allow employers to buy tickets and print them for his or her
employees or customers.
HZ (Croatian passenger operator)
Subsidized Travel: To support passengers on restricted budgets, such as students, passenger operator HZ has agreed
over 130 contracts with counties, cities, and municipalities for subsidized travel. These bodies decide the level of
subsidy and to whom it should be targeted.
CP (Portuguese passenger operator)
Cyclists Vote: The Portuguese bicycle federation was to ask members to vote for the rail stations in which to build
additional cycle parking via the federation website. Following this, CP arranged bicycle parks in 23 additional stations
selected by voters.
Railways around the world
are in constant touch with
customers to develop new
services and products. A
selection of highlights is
presented in this section.
HIGHLIGHT: THE SLOVENIAN SPA TRAIN
When organizing public relations campaigns and promotional activities, the
Slovenian Railway S cooperates with parties such as local communities,
institutions, tourist agencies, health resorts, companies, as well as other
railway administrations and providers of public transport services. A good
example of such practice is the Spa Train, which connects the Slovenian
capital Ljubljana with two known health resorts or Spas the Lako Wellness
Park and the Olimia Thermal Spa both located in the vicinity of Lako
and Olimia railway stations, respectively. In cooperation with the SPAs, S
prepared a special offer which grants SPA train passengers discounts at these
health resorts.
HIGHLIGHT: SPAIN THE NATURE TRAIN
The Nature Train is an environmental
education program carried out in
partnership with the Environment
Department of Madrid Region and
the commuter services department
of Renfe. By taking the Nature Train
you can visit the countryside that
lies only a few kilometers outside
Madrid. This enables people to
learn about and study the Madrid
Mountains not only as onlookers, but
also to experience the mountains
personally. Every year more than
2,300 people take part in the
program.
The Nature Train, Madrid. Photo courtesy of Renfe
Hotel Wellnesspark Lasko
Section C: Governance and Responsibility
Railway companies
sustain the mobility
and transport business
through responsible
leadership
C1 Rail companies are committed to sustainability and sound corporate
governance as a matter of course and to create sustainable value for their
stakeholders
The railways in many countries have a unique place in society.
Many either are, or were state-owned organizations, and as such
have a long reputation of being responsible and sustainable actors
in society. Modern rail companies are constantly in the public eye
as large employers and providers of large scale mobility services
for the public. Sustainability and sound corporate governance are
fundamental values for the railway sector.
Modern rail companies are constantly in the public
eye as large employers and providers of large
scale mobility services for the public
1 China CR 2 042
2 India IR 1 386
3 Russian Federation RZD 1 031
4 Germany DB AG 240
5 France SNCF 156
6 Japan Japan Railways 129
7 Poland PKP 113
8 Kazakhstan KTZ 93
9 Italy FS SpA 87
10 Belarus BC 77
BIGGEST RAILWAY EMPLOYERS, 2009
(THOUSAND)
Source: UIC Statistics
C2 Rail companies are committed to being
responsible and attractive employers
Railways are often very large employers, offering stable
employment in a vast array of different professional felds,
including construction, engineering, ticketing, customer facing
roles, maintenance and many more. Chinese Railways is largest
employer with over 2 million staff
16
(see table) while Indian
Railways and its approximately 1.36 million employees
17
, is the
eighth largest employer in the world
18
.
16. UIC statistics
17. UIC statistics
18. The Economist Online, Who are the world biggest employers, Sept 12 2011
http://www.economist.com/blogs/dailychart/2011/09/employment?fsrc=scn/tw/te/dc/defending
DB (German Railways)
2010 offered young people the
choice of 25 professions requiring
vocational training. Prospects for
trainees are good; currently over 94
percent are hired at DB once they
fnish training.
Amtrak (U.S. passenger
operator)
The Amtrak Associate Program
develops high-potential entry-
level employees by providing
skills and experiences to prepare
them for leadership positions,
in both business and technical
management. At the conclusion
associates are prepared to accept
a feld supervisory role in one of the
operating divisions.
NRIC (Bulgarian infrastructure
manager)
Has developed a policy to attract
young people based on three
Programs: Young Specialists, aiming
to attract young graduate specialists;
Trainees Program for students
from transport universities and a
Scholarship Program targeting
fnal-year students from transport
universities with good grades..
JBV (Norwegian infrastructure
manager)
Offers an apprenticeship program
for young students with two years of
relevant schooling followed by 2 to
2.5 years of further training. Set up
with the Norwegian railway industry,
this introduces around 80-100 young
people into the sector each year.
HZ (Croatian passenger
operator)
Offers an employment program for
people leaving secondary education,
with training in operational roles
such as conductors and ticket offce
staff.
Have provided training contracts to
around 1,200 apprentices enrolled
on the login training association.
This makes SBB the associations
largest provider of apprenticeships.
SBB also has a comprehensive
graduate recruitment and training
program from talent identifcation
to professional and personal
development programs.
ATTRACTING NEW TALENT
Railways have extensive programs
to both attract new staff, particularly
young people. This section presents
some examples of these schemes.
EQUAL OPPORTUNITY AND DIVERSITY POLICIES
felds. In addition, SNCF draws on
the skills of over 5,000 workers with
disabilities, and have a target that
500 persons with disabilities will be
employed between 2012 and 2015.
In the Netherlands, NS, as part
of its HR-strategy, has a specifc
program of activities to improve
diversity among the labor force, for
example people with a handicap or
people with a non-western cultural
background. This also implies the
recruitment and integration of women
into roles that are traditionally flled
by men. The program is running in
close co-operation with other local
companies and dedicated diversity
organizations.
Railway customers are themselves
varied and diverse and railways
need a work force that reects this
diversity. Many railway companies
have progressive policies to promote
equal opportunities. For example,
over the past six years, SNCF has
organized some 30 job fairs in
disadvantaged areas, and a special
SNCF Equal Opportunity Train has
toured France four times. Aboard
the train, applicants can talk with
recruiting specialists, attend issue-
specifc presentations and consider
job offers from partner businesses.
In 2011, SNCF will offer more than
1,000 permanent positions and 200
work-study contracts in some 40
SUPPORTING STAFF SUCCESS WITHOUT STRESS
Recognizing the hard work and
sometimes stressful environment
of the railway business, many
companies are supporting their staff
to cope more effectively with the
pressures of work. For example in
Slovenia, railway company SZ offers
psychosocial support counseling
for employees from various types
of work offces, including disabled
employees, which aims to help solve
personal or work-related problems,
and thus create a positive work
environment while improving both
exibility and effciency.
In Austria, employees of all BB
Group companies are involved in
the Promotion of Corporate Health
activities which aim to anchor health
awareness among the workforce.
Initiatives include health promotion
weeks, stress management,
movement coaching, running training
and many more. In Switzerland, SBB
maintains a countrywide network of
advice centers for employees who
need support because of problems
at home or at work. Around 1,350
employees made use of SBBs
social counseling service in 2010.
A similar initiative is underway
in three pilot regions in France,
where SNCF in 2011 tested new
solutions for offering social support,
recognizing employees, reducing
worker fatigue and enhancing the
work environment.
DEVELOPING AND REWARDING STAFF
Many railways provide
excellent training and staff
development programs
to establish skills training centers at
various workplaces (104 centers are
planned to be in place by the end of
2014).
In Bulgaria, infrastructure manager
NRIC has developed, in partnership
with its staff, a program for staff
retention, focused on evaluation
and education. Employees whose
performance is evaluated as
Excellent are awarded a bonus
package or a promotion if a vacant
position is available. Education
is encouraged, and monthly
scholarships are available for a
selected number of NRIC employees
studying for a certain university
degree in the railway transport
area. In Germany, DB offers lifelong
learning initiatives with training
opportunities for all age groups as
well as a wide range of development
opportunities in over 300 job profles
within the DB Group.
In the Netherlands, the operator NS
has realized that its energy effcient
driver training program (see section
A2) has had a positive side effect
for professional development, in
that the professional skills of the
train driver are recognized as a
contributing factor for success. It is
in this case the driver, and not the
machine, that makes the difference.
This is a positive link between
social and environmental aspects of
sustainability.
Railway staff tend to stay in the
business for a long time, enjoying
rewarding careers in a variety of roles.
Many railways provide excellent
training and staff development
programs, which encourage staff
retention and improve business
performance. For example, JR East
established a Technical Academy to
motivate young staff to develop their
technical skills and to play leading
roles in the future. About 30 staff are
selected from various workplaces
and spend a year at the HQs to
study their relevant technologies.
Also, in order for the veteran staff to
smoothly pass on their techniques,
knowledge and skills to the staff of
the next generation, JR East intends
C3 Rail companies maintain high levels of safety and security by comprehensive management
This section highlights some examples of management procedures designed to implement Safe and Secure train operation. This
complements section A3, which introduced the topic of safety in general terms. There are occasionally interactions between the topics
of Safety and Security for example the RESTRAIL project introduced in section A3 deals with trespassing, which is both an issue of
security and safety.
SAFETY MANAGEMENT CASE STUDY FROM JAPAN
Almost every 5 years since its foundation, JR East has made mid-term safety
plans. There are 4 pillars to the JR East approach:
1. Creating safety cultures
2. Taking concrete steps toward risk reduction
3. Rebuilding its safety management systems
4. Promoting priority improvement plans for safety equipment
Almost half of JR Easts annual capital investment is used for safety, but
investment alone cannot reduce the number of accidents. Staff action,
passenger awareness and peoples awareness of safety are also crucial for
reducing the accidents.
By training in the training center, on-the-job training or by distributing
information, JR East can share this plan with its staff and can motivate them
toward the objectives. The results are clear: the number of train accidents
and accidents at railway crossings decreased to 38 in 2011 from 184 in 1989.
SECURITY CASE STUDY OF HAZARDOUS WASTE MANAGEMENT IN
GERMANY
In Germany, the law has recognized that transport by rail is safer and more
secure than by road. Since 1970, hazardous materials above certain quantities
have always been transported by rail or inland waterway due to the reduced
risk of accidents.
Over 50 million metric tons of hazardous materials are transported on the
DB rail network each year. The rate of accidents is extremely low given this
volume.
Offcial statistics on accidents in the transport of water pollutants underscores
rails high safety standard: rail transport was involved in only two percent of
accidents on average over the past 15 years. In contrast, road transport was
involved in 90 percent of accidents.
C4 Rail companies apply precautionary approaches to environmental
challenges and support initiatives, projects and new technologies for further
improved environmental performance
Railways all over the world are constantly working on research topics and many have their own
dedicated research centers. Many of these are applied to the technical problems for railways and
sustainable development, and a selection is presented below.
PRECAUTIONARY APPROACH: CLIMATE CHANGE ADAPTATION
Railways are subject to the effects of the weather and are built to withstand
natural hazards. Due to climate change the observed extreme weather of
today could become the normal weather of tomorrow, and railways need to
adapt to these new conditions.
The UIC project ARISCC (Adaptation of Railway Infrastructure to Climate
Change) found a number of good practice examples in managing weather
and climate related natural hazards, such as such as ooding, severe
storms, landslides, rock fall and avalanches, and produced guidance on how
to integrate long-term climate forecasts into these activities.
See http://ariscc.org
A more detailed project in the UK, led by infrastructure manager Network Rail
is the TRaCCA (Adapting to extreme climate change) initiative, that provides
information on the likely effects of the climate on performance and safety of
both infrastructure and rolling stock. It will enable a prediction of likely asset
and system behavior for the next 50 years and facilitate planning for a cost-
effective weatherproofng program
19
.
19. See http://www.rssb.co.uk/RESEARCH/Lists/DispForm_Custom.aspx?ID=888
20. http://www.railway-procurement.org/default.htm
INITIATIVES, PROJECTS AND NEW TECHNOLOGIES: RESEARCH IN THE
RAILWAY SECTOR
Railway companies and industry suppliers (rolling stock manufacturers,
signaling companies and many more) are constantly researching new
products and services. Rail Research is coordinated and supported at global
level by the IRRB (International Railway Research Board).
See http://www.railway-research.org
In Japan, the reduction of environmental impacts is one of the themes of the
East Japan Railway Companys research program. Recent projects have
included Development of Catenary and Battery-powered Hybrid Railcar
System and Energy Creation and Conservation Technologies for Stations.
See http://www.jreast.co.jp/e/development/theme
In Europe, many rail research projects are co-fnanced by the rail sector
and the European Commission. Recently projects have included RailEnergy
(www.railenergy.org) which provided options for reducing energy consumption
in railways. Another highlight was a series of research projects to develop
environmental guidance for rolling stock procurement
20
.
21. Attica Group is the parent company of the Superfast Ferries eet and the Blue Star Ferries eet. The groups ships operate in domestic and international waters, offering connections
between Greece and Italy in the Adriatic Sea and between mainland Greece and the Cycladic, Dodecanese Islands and Crete.
22. Other UIC members that are signatories to the UN Global Compact include the Korea Railroad Corporation, Renfe, DB, SNCF. The UIC itself is also a signatory.
C5 Rail companies support and respect internationally accepted ethical
standards, also in their supply chains and will work against corruption in all
its forms, including extortion and bribery
Railways promote ethical business through their own activities and through their supply chains. A
good example is the Attica Group, in Greece
21
. Attica Group is a UIC member, and signatory to the
UIC Declaration on Sustainable Mobility and Transport. The Group is also a signatory to the United
Nations Global Compact which sets out 10 principles in the felds of human rights, labor, environment,
and business activity
22
.
Moreover, the Attica Groups Internal
Code of Business Conduct and
Ethics requires all employees to
acknowledge, accept and support
Global Compact principles, ensuring
they are embedded in the companys
operations.
On the supply chain side, a leading
example comes from France where,
since 2008, a dedicated Responsible
Purchasing unit in the Purchasing
Division has worked with SNCFs
1,000 buyers, making them more
mindful of environment and social
concerns when issuing contracts
and invitations to tender. A particular
focus has been on hiring the disabled
and the long-term unemployed
when. In 2010 socially responsible
purchasing totaled 21 million
more than 600 full-time equivalents,
and triple the amount for 2008.
In Spain, Adif launched in 2010 a
Responsible Purchasing project
to strengthen the implementation
of social and environmental criteria
in their contracting process. Similar
initiatives are underway in Germany,
Netherlands, UK, Switzerland and
many other railways around the
world.
C6 Rail companies maintain dialogue with their
stakeholders and report transparently about their
sustainability performance
STAKEHOLDER ENGAGEMENT
There are many examples of railway companies keeping in close and regular
dialogue with stakeholders. Some highlights are presented below.
This is the eighteenth and
fnal commitment in the UIC
Declaration on Sustainable
Mobility and Transport, and
as such offers a logical point
to conclude this brochure.
This section will highlight
some examples of stakeholder
dialogue, and comment
briey on the ways in which
railway companies produce
sustainability or environmental
reports. The section, and this
brochure, concludes with
some thoughts on UICs role in
reporting on the sustainability
performance of the rail sector
at global level.
FS Trenitalia (Italian
Railways)
FS has led an innovative project
on community engagement at
stations. It has established Help
Centers offering help to vulnerable
people such as drug addicts and
homeless people who gather in
stations. In 2009 the principal Help
Centers performed about 136,500
assistance interventions, or around
380 per day. Support includes
admittance into specialized centers,
therapeutic communities, and social
cooperatives for work.
SBB introduced sustainability,
environmental and disability
stakeholder committees, a general
customer advisory board, plus a
qualitative and quantitative opinion
survey with a focus on environmental
activities. A specifc initiative on new
rolling stock procurement involved
more than 200 stakeholders to
provide comments on the internal
design of the vehicles and generated
more than 1000 comments.
Amtraks Customer Advisory
Committee has been in place
since 1997 and a representative
sample of passengers meets
with senior management several
times per year. A broad range of
issues are discussed and put to
sub-committees, including safety,
services, and travel for passengers
with reduced mobility. The Advisory
Committee has created many
initiatives including training for staff
to understand the needs of disabled
customers, and a Healthy Options
catering initiative.
Infrabel (Belgian infrastructure
manager)
Infrabel handles residents
questions in a proactive way by
holding information sessions
where residents can meet and
ask questions of engineers and
authority representatives, and fnd
more information about ongoing
and future works on the railway.
Residents questions are also
handled in a reactive way through
a contact center, accessible 7/7,
24/24, by phone or by e-mail.
SUSTAINABILITY REPORTING AT
THE COMPANY LEVEL
Railway companies provide
environmental and/or sustainability
reports for their customers and
stakeholders. There are broadly
speaking three different approaches.
Some railways produce integrated
sustainability and corporate reports
using the latest state-of-the art
GRI (Global Reporting Initiative)
guidelines and indicators. Others
include environment or sustainability
as a chapter within the more general
Corporate Annual Report, while
a third approach is to produce a
stand-alone environmental report.
To support and promote good
practice in sustainability reporting at
company level, UIC has developed
a set of sustainability indicators
based on the commitments in the
UIC Sustainability Declaration.
CONCLUSION: REPORTING AT SECTOR LEVEL AND THE ROLE OF UIC
As noted in the Introduction, there has been a long history of engagement at
international level on sustainable development issues. However this is the frst
time that UIC has attempted to report about the sustainability performance
of the rail sector as a whole. We have focused on examples submitted by
many of the 50 members that have signed the UIC Declaration on Sustainable
Mobility and Transport, in order to highlight their achievements.
We aim to produce the next UIC Sustainability Brochure in 2014, which will
have certain improvements. We will aim to generate more submissions and
examples from our members to get a greater variety of examples. We also
hope to include more quantitative data to complement the more quantitative
examples in this version. Comments and suggestions for improvement are
welcome; please contact our Sustainability Unit at: sustainability@uic.org

RAILWAYS AND SUSTAINABLE DEVELOPMENT: A GLOBAL PERSPECTIVE
Copyright deposit: May 2012
ISBN: 978-2-7461-2086-0
www.uic.org
INTERNATIONAL UNION OF RAILWAYS (UIC)
16 rue Jean Rey - F-75015 PARIS
Tel: +33 (0)1 44 49 20 20
Fax: +33 (0)1 44 49 20 29
May 2012

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