1. Caminhos de Ferro Portugueses E.P. European Datacomm NV IVU Traffic Technologies AG National Technical University of Athens Prometni Institut Ljubljana D.O.O. SCIRO S.p.A. SIGMA Conseil S.a.r.l. Università degli Studi di Genova F-MAN Project – Final Review Genoa, December 2 nd – 3 rd, 2004 Testing and Verification WP5

2. Final Review Genoa, December 2 nd - 3 rd, 2004 2 Test Scope Verification activities in different “corridors” in Europe CP (2) - Portugal with Spain PI-SZ (2) - Slovenia with Austria and middle Europe (Czech Republic, Slovakia, Hungary,…, Romania) SIGMA-SNCF (1) - France with Italy via Modane and wagons running to other European countries (Belgium, Switzerland, Germany).

3. Final Review Genoa, December 2 nd - 3 rd, 2004 3 CP

4. Final Review Genoa, December 2 nd - 3 rd, 2004 4 PI-SZ

5. Final Review Genoa, December 2 nd - 3 rd, 2004 5 SIGMA-SNCF

6. Final Review Genoa, December 2 nd - 3 rd, 2004 6 The verification methodology: 2 distinct phases: 1- Functional tests : The testing of the proper functioning of each separate module (AMM, DPM, TT and GUI) from the Summer to December 2003. The module integration tests from January to April 2004 2- Field tests : The testing of the overall F-MAN system after the OBT installation from May to September 2004 The Verification Phases

7. Final Review Genoa, December 2 nd - 3 rd, 2004 7 Standalone tests were mainly dedicated to: check each single functionality for each module of F-MAN prototype improve the user friendliness (e.g. user profiles, station names, GPS coordinates, …) allow some automatic retrieving of information improve an easy navigation between the pages to support the defined processes Integration/interface tests between of the three F-MAN modules to assure that each functionality of the overall F-MAN prototype was correctly implemented by conjoint functionalities of single modules The OBTs and the Centralised SMS Hub The TSM (Centralised SMS Hub) and the DPM The DPM and the AMM module The integrated DPM+AMM and the customisable digital maps included in the TSM 1. Functional Tests

8. Final Review Genoa, December 2 nd - 3 rd, 2004 8 OBT Equipped Wagons CP - 35 Sggmrss flat wagons for 2 types of operation modes (timetable supervision mode when attributed to direct trains with timetables, and active/sleep mode when attributed to connection trains) SIGMA-SNCF - 10 wagons (eight S56 and two S58 wagons) for active/sleep mode and loading. PI-SZ - 5 wagons for 2 types of operation modes (timetable supervision mode – 3 Uacs wagons, active/sleep mode – Hirrs and Himrs wagons).

9. Final Review Genoa, December 2 nd - 3 rd, 2004 9 Installation Procedures Main factors: - The survival of the unit - The visibility angle to the sky

10. Final Review Genoa, December 2 nd - 3 rd, 2004 10 Calibration Procedures The biggest bet = solving the calibration issue

11. Final Review Genoa, December 2 nd - 3 rd, 2004 11 OBT Initialization Procedures From 3 hours to 15 minutes

12. Final Review Genoa, December 2 nd - 3 rd, 2004 12 OBT Parameters

13. Final Review Genoa, December 2 nd - 3 rd, 2004 13 The Users CP - Personnel in the freight department (centralised operations) supported by CP F-MAN team. SNCF - Volunteer fleet manager of the business unit PCA (Coal and Steel products) of the Wagons department located in the St Lazare station in Paris In PI case the users are existing SZ fleet managers and PI F-Man team on Ljubljana

14. Final Review Genoa, December 2 nd - 3 rd, 2004 14 2. Field Tests

15. Final Review Genoa, December 2 nd - 3 rd, 2004 15 The Verification Procedure - Both CP and PI are using the same complete procedure - SNCF is concentrating on a subset of the procedure for wagon status - We can consider that exists comparability between the test results

16. Final Review Genoa, December 2 nd - 3 rd, 2004 16 SZ Example The operator has used ISUP (SZ IS for traffic management) and Hermes (international based IS for wagon management) information in order to check status data from F-MAN wagons within a specified procedure: 1.Control of timetable supervision mode on corridor Koper tovorna – Treibach-Althofen including ETA (check ISUP, Hermes) 2.Control of wagon status data (check ISUP, Hermes, phone calls) 3.Creating report tables

17. Final Review Genoa, December 2 nd - 3 rd, 2004 17 SNCF Procedure The operator has used NAV (SNCF IS for traffic management), phone and fax information in order to check status data from F-MAN wagons within a specified procedure: 1.Control of wagon status data (check NAW, phone calls) 2.Testing loading sensor accuracy against real charge/discharge operations (2 months of developments) 3.Creating report tables

18. Final Review Genoa, December 2 nd - 3 rd, 2004 18 Checking bases National Information Hermes The railway classical IT applications have nothing in common among themselves: Train-Office ISUPNAW - Not used by all European countries - Has only “last seen” information - Restricted information (departure time, border crossing) - Mostly updated by manual input

19. Final Review Genoa, December 2 nd - 3 rd, 2004 19 3. Results

20. Final Review Genoa, December 2 nd - 3 rd, 2004 20 Function Success Rate F-MAN Function% Success F1: To provide to the FM the OM request of empty wagons75% F2: To provide to the FM alternative sets of Wagons, which satisfy the OM request90% F3: To provide data exchange between FM and OPM about validation of transport feasibility of empty wagons95% F4: To transmit to the OM the FM confirmation regarding the wagons request feasibility95% F5: To permit the FM to establish a hierarchy among empty wagons requests, taking into account contractual dataN/A F6: To transmit to the OPM the FM order to send empty wagons to loading location100% F7: To provide to the FM the OM modification to the initial request of empty wagons (changes coming from the customer)30% F8: To update wagons allocation on the basis of real time data provided by the OPM and Wagons and of foreseen path and timetable (by the OPM), and to inform the FM in case of delay detection related to empty booked wagons 85% F9: To allow the FM to inform the OM about mismatch between his wagons request and the F-MAN solution30% F10: To provide the MM with hints for preventive maintenance actions90% F11: To allow the FM and the MM to agree on wagons preventive maintenance planning85% F12: To inform the FM, the OM, the MM about damage on wagons85% F13: To inform the FM and the MM that wagons have arrived in workshop, taking into account event messages sent by the OPM and real time events sent by wagons 65% F14: To update wagons allocation on the basis of the MM data about delay during maintenance in workshop and to inform the FM in case of delay detection related to booked wagons 85% F15: To let the FM release alternative sets of empty wagons following the OPM transport feasibility confirmation100% F16: To establish a relation between wagons chosen by the OPM for a precise mission and the related transport request95% F17: To allow the FM and the WO to agree on the way to use wagons75%

21. Final Review Genoa, December 2 nd - 3 rd, 2004 21 Constraint Success Rate F-MAN Constraint% Success C1: To connect the FM to F-Man 100% C2: To connect the OPM to F-MAN 100% C3: To connect the MM to F-MAN 100% C4: To connect wagons to F-MAN 100% C5: To connect the WO to F-MAN 100% C6: To connect the OM to F-MAN 100% C7: To respect standards and norms 100% C8: To resist the environment 100% C9: To minimise the impact on wagons 100%

22. Caminhos de Ferro Portugueses E.P. European Datacomm NV IVU Traffic Technologies AG National Technical University of Athens Prometni Institut Ljubljana D.O.O. SCIRO S.p.A. SIGMA Conseil S.a.r.l. Università degli Studi di Genova ETA verification: Data samples CasesPeriodSourceNumber of records Intermediate delays Usage for Portugal2002 partly 2003 full 2004 partly Electronic required conversion 2002: 64 2003: 160 2004: 35 Yes 4 stations ETA verification Slovenia 2000-2004Electronic4.089NoInvestigation for stable monthly patterns Greece 2004 partlyHand written on train timetables 80Yes 30 stations Further analysis of predictability

23. Final Review Genoa, December 2 nd - 3 rd, 2004 23 ETA verification: Calibration & testing Verification Calibration

24. Final Review Genoa, December 2 nd - 3 rd, 2004 24 ETA verification: Required input Given that at the specific itinerary, 6 hours after the train’s departure, there is a 450 Km deviation from the schedule, what is the probability that the wagon will not arrive at destination station within H hours. H 2 =3.6 h Cumulative probability that the wagon will arrive at the destination terminal at the required time 83% H 1 =2.2 h 17% Probability of non-shown for Fleet Manager B 42 % Probability of non-shown for Fleet Manager A 58% E (Xe, Ye) A CD +2:00 +8:00 +16:00 +36:00 10/10/2003 +22:00 (Xa, Ya) (Xb, Yb) (Xc, Yc) (Xd, Yd) (Xact,Yact) Actual posit. at +8:00 450km B Cumulative probability for station B Time of departure From station of origin 1.Waypoints and associated delay observed 2.Time margin 3.Level of risk = confidence level for the non-shown probability

25. Final Review Genoa, December 2 nd - 3 rd, 2004 25 ETA verification: Results Calibration of probability distribution using data from ETA method predictability using data from Success rate SUCCESS Wagon ACCEPTED for USE and ARRIVED ON TIME Wagon REJECTED for USE and NOT ARRIVED ON TIME FAILURE Wagon ACCEPTED for USE and NOT ARRIVED ON TIME Wagon REJECTED for USE and ARRIVED ON TIME Time margin = 1 hour Risk of non-shown = 10% 2003 (CP) 2002 (CP) 88% 2003 (CP) 2004 (CP) 97% 2003 (CP) 2004 (CP) 63% (*) 2004 (CP) 2004 (CP) 80% (*) *System not updated

26. Final Review Genoa, December 2 nd - 3 rd, 2004 26 Improvements to Industrialization - Hardware related (OBT) -Adding better geofencing capabilities with “permanent” (e.g. border crossing) waypoints (position instead of time) -Extended battery capacity -Sensor diversification according to wagon type -Simpler initialization and calibration procedures -Better positioning accuracy (e.g. support to OPM decision)

27. Final Review Genoa, December 2 nd - 3 rd, 2004 27 - Software related -User friendliness (e.g. completing data for groups of wagons in the same itinerary, pop-up messages for maintenance manager) -Include freight weight and nature of goods in the reservation process -Enrich cost calculation (e.g. time, operations) and decision support system (e.g. grouping wagon selections) -Enrich rules on wagon agreement (e.g. maintenance aspects, geographical scope) -Giving more flexibility to OPM (e.g. changing FM wagon proposals) -Enrich preventive maintenance (e.g. flexibility in maintenance planning, automatic order to enter workshop) -Interface with TOC wagon mgt applications to download asset data. Match wagon order with Consignment Note numbering -Direct/fast OBT parameterization tools Improvements to Industrialization