RM: Your flagship data communications product is called the K-modul. For whom is it designed?
Pavel Mazač: OLTIS Group's K-modul is a certified communication module designed for railway operators to connect their internal systems to those of the infrastructure manager and vice versa. This module ensures reliable data communication according to the TAF/TAP TSI standard and is compatible with the Common Interface (CI) platform. Our product is certified by the European Railway Agency (ERA).
It is no secret that we are currently preparing a K-modul for use by infrastructure managers. Our solution will therefore be able to support the TAF/TAP TSI communication process on both sides. We believe this will enable us to replace other competing solutions on the market in the future.
RM: In general, data compatibility is a major problem for information systems (not only in rail transport) - data is simply collected and then generated in different formats. Is it possible to standardise this in some way?
Pavel Mazač: The K-modul offers several key features, from the exchange of TAP/TAF TSI messages via a data interface to advanced integration options and the translation of specific internal message formats into the standardized TAF/TAP TSI format and vice versa. This functionality allows the connection of systems that are currently not able to generate or receive TAP/TAF messages. This means that these legacy systems do not necessarily need to be modified or replaced. However, it is always necessary to adapt the processes on the side of these systems to meet the requirements of the TAF/TAP TSI. Without this, a successful implementation is not possible.
Another added value of our Communicator is an intuitive web platform that allows users to easily manage the system configuration and control the communication process. As part of our support services, we offer to perform this management for the customer. Detailed records of all messages are kept and messages are easy to find and search. Outgoing and incoming messages can be paired and messages with no response can be flagged. With the support of alert services, information about non-standard conditions can be obtained without constant monitoring of the system.
RM: For example, ETCS ensures smooth border crossings across Europe without the need to change locomotives, etc. Can the K-modul make a similar contribution?
Pavel Mazač: Absolutely yes. We call it data interoperability. Standardised data exchange will contribute to smoother and easier train movements on the European rail network. This is one of the main reasons why Europe, represented by the European Commission, supports, promotes and implements standards such as the TAF/TAP TSI. This means that the rules will be the same, or at least very similar, everywhere. The implementation of the K-modul is ideal for such an environment. There is no need for complex analysis and modification of the entire data exchange solution to accommodate different processes or national specifics.
RM: You are a Czech company - can we see this solution anywhere in the Czech Republic? Is anyone using it?
Pavel Mazač: That's right. As a Czech company, we have used many of our solutions primarily in the Czech market. We would like to thank our customers in the Czech Republic who trusted us and bought the K-modul under various brand names as an alternative for TAF/TAP TSI implementation and are actively using it. I can mention České dráhy, ČD Cargo, METRANS, Arriva Vlaky, PKP Cargo International, GW Train and KŽC Doprava. Thanks to these implementations, we are able to successfully develop and improve the product. In addition, thanks to the strong influence of Správa železnic (Railway Administration), I dare say that the Czech Republic is at the forefront of TAF/TAP TSI process implementation in Europe. And I am very pleased that OLTIS Group systems are making a significant contribution to this.
RM: And other countries - does K-modul work everywhere outside the Czech Republic?
Pavel Mazač: Yes, it does. First and foremost in Slovakia, which is historically our closest foreign market and where our subsidiary OLTIS Slovakia operates. Thanks to ŽSR's transition to TAF/TAP TSI communication in all processes, we have had the opportunity to implement K-modul with many carriers operating in Slovakia. These are mainly units to which we also supply other operational or planning systems. In these cases, the K-modul is part of a broader solution and is fully integrated into the data exchange between the carriers and the infrastructure manager. Examples include Lokorail, part of the BUDAMAR group, and DB Cargo Czechia.
For development and testing purposes, we also have an instance of the K-modul for Hungary, i.e. for communication with the Hungarian capacity allocator VPE. We are now looking for the first customers to use the K-modul in this market.
Interestingly, thanks to METRANS, we have also implemented the K-modul in the Netherlands, where we are successfully communicating with the infrastructure manager ProRail in the area of train composition and readiness.
I would like to point out that a single instance of the K-modul is sufficient for a carrier to communicate with several infrastructure managers at the same time, as we are able to strictly and correctly separate messages intended for individual entities. Also, different versions of messages on different infrastructures are not an obstacle. So there is no need to have a separate instance for the Czech Republic and a separate instance for Slovakia, for example. Everything is under one roof.
RM: Where do you plan to expand in the future?
Pavel Mazač: Our main goal is to penetrate the Polish market in particular, where we see a huge opportunity to implement our highly specialised and, above all, standardised solutions that meet the requirements of the TAF/TAP TSI standards. We believe that our in-depth knowledge of these standards and the processes based on them will be our competitive advantage. I see further expansion to the south, into the countries of the former Yugoslavia, especially Croatia, Slovenia and possibly Serbia, where we are already looking for ways to enter these markets.
RM: How do you see the development of digitalisation in railways in, say, 10 to 20 years? Are there any groundbreaking innovations on the horizon?
Pavel Mazač: In today's world of extremely rapid development of technology, especially digital technology, I don't dare to predict what the situation will be like in 5 to 7 years. But in about five years' time, I believe that the implementation and use of artificial intelligence will play a major role in the railway environment, especially in areas where quick and correct decisions need to be made based on large amounts of input data. I am thinking in particular of support for traffic control. This is, of course, linked to the necessary digitisation of all objects and information involved in railway operations, which will be available in real time. Autonomous train operation will probably also play a role. However, I do not believe that this will lead to the complete elimination of the human factor in these processes. Rather, I believe that the roles of humans and AI will gradually be reversed, with humans becoming more of an advisor and problem solver for situations that the digital world and AI cannot handle. Or they will reach a point where safeguards will kick in to regulate or limit the actions of AI (as I hope they will). I will remain optimistic and continue to believe that humanity will not relinquish its decision-making role in favour of the digital world. At the same time, I will believe that railways will still be here in 20 years' time, albeit in a slightly different form than today, and perhaps even more attractive thanks to new technologies.
