ExpectedOutcome:DESTINATION 2 – Digital & Automated up to Autonomous Train Operations

Today, urbanisation and population growth are already leading to rail capacity problems on main lines across Europe. To increase the railway capacity there are two main options: building new infrastructure and/or operating the rail system in a way that takes advantage of new technological and operational solutions. A major opportunity is offered by digitalization and automation of rail operation, where DATO (Digital “Automated” Train Operations) represents the most visible result of a major transformation of rail operations, which builds upon a next generation of Automatic Train Control (ATC), in addition to enhancements on the Train Control and Monitoring System (TCMS) allowing for integration at the on-board level. ATC [The ATS is responsible for “[the] supervision of [the] train status, automatic routing selection, automatic schedule creation, automatic operations logging, statistics and report generation, and automatic system status monitoring”. The ATP system is designed as a fail-safe system, intended to keep a safe distance between trains and to make each individual tra... ver más

ExpectedOutcome:DESTINATION 2 – Digital & Automated up to Autonomous Train Operations

Today, urbanisation and population growth are already leading to rail capacity problems on main lines across Europe. To increase the railway capacity there are two main options: building new infrastructure and/or operating the rail system in a way that takes advantage of new technological and operational solutions. A major opportunity is offered by digitalization and automation of rail operation, where DATO (Digital “Automated” Train Operations) represents the most visible result of a major transformation of rail operations, which builds upon a next generation of Automatic Train Control (ATC), in addition to enhancements on the Train Control and Monitoring System (TCMS) allowing for integration at the on-board level. ATC [The ATS is responsible for “[the] supervision of [the] train status, automatic routing selection, automatic schedule creation, automatic operations logging, statistics and report generation, and automatic system status monitoring”. The ATP system is designed as a fail-safe system, intended to keep a safe distance between trains and to make each individual train comply with the track speed limits. If the speed limit is exceeded, ATP will automatically slow down the train or even bring it to a complete stop. ATO is responsible for the train operation part, so the traction and braking controls, but also creating the trains speed profile, the communication with the wayside equipment, the opening and closing of the train doors, and automatic train reversal] is the combination of Automatic Train Protection (ATP) systems, Automatic Train Supervision (ATS), and Automated Train Operation (ATO) – together representing an evolution of the current Control, Command and Signalling (CCS) subsystem –termed CCS+.

The aim of this destination is to take the major opportunity offered by digitalization and automation of rail operation and to develop the Next Generation ATC and deliver scalable automation in train operations, up to GoA4.

The selected proposal for funding under this Destination will be a Flagship Project of Europe’s Rail with significant expected impacts, which require an integrated sector systemic approach. Proposals, should therefore set out a credible pathway (including an exploitation plan) to contributing to all of the following expected impacts as described in the Master Plan.

Meeting evolving customer requirements

Reduced costs

Harmonised approach to evolution and greater adaptability

Improved EU rail supply industry competitive-ness

Improved performance and capacity

Reinforced role for rail in European transport and mobility

These can be further detailed with specific impacts of this destination, as:

Lowering expenses of railway undertakings and infrastructure managers,Decreasing travelling times for passengers and freight,Increasing the overall capacity of the rail operation,Increasing the punctuality,Improving the quality of operation,Increasing operational reliability,Improving recovery time after any interruption or intervention,Improving reaction time,Increasing flexibility in planning on existing infrastructure,Reducing energy consumption. Proposals under this Destination should set appropriate monitoring and demonstration activities to measure the following KPIs:

Type of impact

KPI

ExpectedImprovements

A first technical KPI which can show the improved flexibility in the responsiveness is the system response time which could be given based on the reaction requested from FA1.



Responsiveness is understood as the time to react to a request from FA1 in a shorter time than today. Responsiveness provided by FA2 is the enabler for improved flexibility and can be measured as time.



Reduction from 2h to 2Min.

The accidentology indicator will show the improvement of the operational safety for mixed traffic in urban environment with trams while reducing the human factor in the normal operation.

No. of collisions with third-parties per 10.000 km travelled

Decrease by 50% (ca. from 0.2 to 0.1)

As operational KPI the improvement of the capacity can be used, as the increase as well indirectly improves travelling times, punctuality, quality of operation and reliability.



No. of trains on line per hour and direction



Increase of 10%

The cost-related operational KPI is the reduction of the Life-Cycle Cost (LCC) where especially the cost of operation includes energy consumption and productivity. CAPEX are assumed not to increase compared to today’s, while including additional functionalities. OPEX-relevant factors reduced by different measures as e.g. productivity increased by higher automation in train operations, energy consumption reduction and improved punctuality by automation.



Energy consumption in kWh reduction measured as energy per passenger-km



Reduction by 10% compared to driver’s average,



Increased Staff productivity is understood as raising the productive hours, which are understood as worked hours from staff minus waiting times, commuting/shuttling times, etc.



Increase by 30%





Punctuality is understood here as reduction in cumulated delay time and measured as delay/service in time



Reduction by 20%

Expected Outcome:

Operational solutions will cover a wide range of applications for next generation ATC technologies, such as passenger trains for high speed, light rail urban lines, suburban lines, freight trains and regional lines including low density lines as well as including application in more complex situations, such as mixed traffic, power supply transitions and ATP transitions (e.g. ETCS – undefined tracks). The action to the funded under this topic shall contribute to rail operation optimisation techniques.

The Flagship Project stemming from this topic is expected to contribute to Europe’s Rail Programme with the following outcomes, to be delivered on the basis of results stemming from the Shift2Rail programme and appropriately developed further in close coordination with SP development:

Implementation of operational solutions to be demonstrated in specific use cases through demonstrators and technical enablers at TRL7 or above.. For next generation ATC developments, principles of ATO over ETCS from S2R [Public deliverables of S2R TD2.2 (ATO) available here: X2RAIL-1 : D4.1 and D4.3 : https://projects.shift2rail.org/s2r_ip2_n.aspx?p=X2RAIL-1 and X2RAIL-4: D3.1 and D3.2: https://projects.shift2rail.org/s2r_ip2_n.aspx?p=X2RAIL-4. In addition, relevance to S2R OC project SMART-2 and their work on obstacle detection: https://smart2rail-project.net/deliverables/] (including the TSI CCS 2022 as a baseline) shall be used and where needed further developed.To secure investments and ensure an economic upgrade path, the evolution of DATO and next generation ATC shall support backwards compatibility for all automation levels. Furthermore, the overarching automation process (from TMS [Results from Shift2Rail activities should be taken into account, see TD2.9 (TMS) available here: WP6 deliverables: https://projects.shift2rail.org/s2r_ip2_n.aspx?p=X2RAIL-2 ] to next generation ATC - ETCS and non-ETCS [Results from Shift2Rail activities should be taken into account, see TAURO: D1.5 and D2.1 https://projects.shift2rail.org/s2r_ipx_n.aspx?p=tauro]) shall also support end-to-end customer solutions independent from the existing infrastructure, to guarantee the automation of the operation over the entire value chain. In addition to the modularisation of the functionality of the ATC systems, the decoupling of software from hardware will pave the way for a modular hardware platform, as well as architectural software design patterns and methods enabling evolution [Results from Shift2Rail activities should be taken into account, see TD1.2 (TCMS): CONNECTA projects (https://projects.shift2rail.org/s2r_ip1_n.aspx?p=CONNECTA-2) and SAFE4RAIL-2 (https://projects.shift2rail.org/s2r_ip1_n.aspx?p=SAFE4RAIL-2).]. Upgradeability shall be a clear goal- i.e. to use more modern technology for the same function or to enhance the GoA or ETCS Level. Special attention shall be given to cost effectiveness regarding maintainability and evolvability over lifetime and integration efforts.The following additional operational scenarios shall be considered in the development of the required technical enablers, services and functions:Mixed operation for radio based ERTMS on lines with/without (mixed situation) Trackside Train Detection (TTD) and with L2 or L3 - capable vehicles of relevant system versions,Train Integrity Monitoring System (TIMS) and localisation capabilities [Results from Shift2Rail activities should be taken into account, see TD2.4 (train positioning) and TD2.5 (Onboard train integrity) deliverables from X2RAIL-2 (WP3 and WP4 deliverables available here: https://projects.shift2rail.org/s2r_ip2_n.aspx?p=X2RAIL-2).] for different target configurations. To pave the way for an improved, faster infrastructure change from Class B to the previously defined scenarios with focus on shorteningeffort, prerequisites and duration (including simplified safety case effort, e.g., for changes) including integration with the modular ATC systems and the TMS.“Fully mature ERTMS”: full supervision (cab signalling) continuously in all normal modes, also for shunting, or for yellow fleet movements.The same architecture shall be used for efficient processes for train stabling, formation and preparation, as well as in marshalling yards, depots or terminals in connection with their specialized technologies for passenger and freight trains. The Flagship Project stemming from this topic should deliver, by 2025, innovative solutions to be demonstrated under the following scenarios :

ETCS game changers, including L3 moving block, hybrid level 3 and FRMCS, showing increased system capacity,Next-generation ATC, both for trackside and onboard, allowing fast and simplified deployment and upgradeability.ATO GoA3/4 over ETCS, including operational scenarios such as shunting, management of degraded modes, remote control, and cross-border operation, to assess the benefits of automation, namely the increased capacity, punctuality, flexibility, resilience and the reduced operating costs and energy consumption in at least four use cases: High density mainlines,Regional low-traffic services in strong link with FA6,Freight services, also considering self-driving freight wagons,Inspection vehicles. Automation applied to light rail urban transport (i.e., tramways) in operation and in depots, and connected to other road users, to show the increased safety and punctuality and the reduced operational costs in the urban environment, to be scalable at European level. Test validation platform, to enable the next-generation ATC technologies in an efficient cost-effective way.

The demonstrations of the innovative solutions should include interoperability aspects, challenging topology, and climate situations across Europe to show and assess the full impact of the next-generation ATC. This destination should deliver by 2025 at least the following:

Demonstrate technical and functional enablers such as ATO GoA3/4 over mixed radio based ETCS levels (TRL7 or higher), Hybrid Level 3, moving block and TIMS (TRL6), connectivity (TRL7), perception (TRL6), train positioning (TRL6), automated functions and digital register (TRL6).Demonstration of the remote driving and command in depots and yards, including perception systems (TRL6).A first demonstrator on next generation ATC, with modular onboard and trackside ATC architectures, at proof-of-concept stage, in close collaboration with the EU Rail System Pillar.A proof-of-concepts and/or validation in laboratory and field (i.e., up to TRL5 in Lab and TRL6 on site) for the following new functions and technical enablers: Virtual Coupling Train SetSelf-driving wagonautonomous path allocation (linked to input from Destination1)validation and certificationDemonstrate a Functional Open Coupling System prototype covering all required subsystems in an operational environment (TRL7)Demonstrate a modular hardware platform using architectural software design patterns and methods (TRL7) allowing SIL2 respective SIL4 (depending on the application) In addition of the above, the proposal shall cover important preparatory works to be launched for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions :

integration of technical enablers and functions to enhance the performance and capabilities of next generation ATC supporting migration and enlarging the deployment scope of automation.ATO GoA3/4 in depots, yards and specific lines without train protection, shunting and stabling operations, and starting from ETCS L1 and non-supervised modes.preparation of next generation ATC with generic solutions and applications tailored to regional low-density traffic lines and first steps in highly automated urban light-rail operations. The action to be funded under this Destination also needs to provide the following necessary element for the demonstrations under the action to be funded under Destination 5, Sustainable Competitive Digital Green Rail Freight Services, to be delivered for 2025 demonstration: enablers 1, 3, 4, 7 and as described under the Scope section of this Destination. In addition of the above, the proposal shall cover important preparatory works needs to be launched for the future set of FA5 demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions, linked with the enablers 1, 4 and 7 at higher TRL.

The action to be funded under this Destination also needs to provide the following necessary element for the demonstrations under the action to be funded under Destination 6, Regional rail services/innovative rail services to revitalise capillary lines, to be delivered for 2025 demonstration : Enablers 2, 3, 4, 5, 6, 7, 9, 10 and 14 as described under the Scope section of this Destination. In addition of the above, the proposal shall cover important preparatory works needs to be launched for the future set of FA6 demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions, linked with those same enablers at higher TRL.

The action to be funded under this Destination also needs to provide the following necessary element for the demonstrations under the action to be funded under Destination 1, Network management planning and control & Mobility Management in a multimodal environment, to be delivered for 2025 demonstration: enablers 1 and 4 as described under the Scope section of this Destination, in addition to providing parameters for planning and simulation tools to calculate the capacity benefits. In addition of the above, the proposal shall cover important preparatory works needs to be launched for the future set of FA1 demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions, linked with those same enablers at higher TRL.


Scope:

The Flagship Project stemming from this topic should develop the following capabilities:

Capability for improving operation performance

Automating functions, such as the wake-up and train preparation capability is needed to start operation, causing the need for development within this Destination of:

Enabler 1: Automating functions, such as train preparation for both passenger and freight trains. Incident handling, vehicle self-healing and self-managing, cooperative awareness at TRL5/6in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions, including remote control, auto-diagnostics, operational tests and reset capability of DATO and next generation ATC operated trains. Trains must be continuously traceable for traffic control and train operators in automated operation. For this purpose, this Destination should develop:

Enablers 2 and 3: Absolute safe train positioning and train integrity highly accurate and safe, incorporating new sensors at TRL5/6 in 2025.Enabler 4: new ATO technology solutions for the automated driving and decision-making, interoperable, and for all application and segments (including freight and regional) for commercial run at TRL 5/6 in 2025. It should include the already available integration of C-DAS and should include appropriate interfaces with TMS for energy network management;Enabler 5: Connectivity solutions: train to ground communication (FRMCS), Train to Train communication, Intra-train communication and V2X, at TRL7 in 2025. Developments on all those enablers should also cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions.

Safe unattended operation must be ensured by comprehensive, modular, and scalable perception systems (on-board and trackside) for both outdoor and indoor environments. Systems shall be develop under this Demonstration for:

Enabler 6: Safe environment perception, including signal reading (when applicable) and obstacle detection, supporting cooperative awareness, supported by virtual certification at TRL5/6 in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions. In addition, such systems shall support the monitoring and diagnosis of assets, beyond the incident prevention functionalities. In transition (either technical or operational) or shunting mode, automated train operation requires the development in this Destination of:

Enabler 7: Remote driving and command, for depots, for lines with low traffic, and for fall-back operations as well as for shunting at TRL6 in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions; Additionally, the Destination should develop:

Enabler 8: Autonomous route setting, on low traffic/regional networks, in terminals, in depots and in urban environment at TRL5 in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions;Enabler 9: a Digital Register, acting as a central data source for, e.g., safe train positioning, ATP, TMS and DATO at TRL 6 in 2025. Capability for offering more capacity to customers

Enabler 10: The combination of radio based ETCS (Level , Hybrid Level 3 and Level 3) and ATO is key to increase the capacity of railway lines. The development of the following enablers is therefore key: ETCS Hybrid Level 3; ETCS Level 3 and Moving block systems, taking into account aspects related to relative braking distance. Activities shall reach TRL6 for 2025 demonstration.

Enabler 11: A fully fledged Virtual coupling, another key element to achieve shorter headways and operational flexibility, supported by enhanced connectivity and localisation, shall also be developed, taking into account the outputs from the EU-Rail System Pillar.

Enabler 12: This development shall also include self-driving freight wagons (supporting cooperative awareness). Activities shall reach TRL4/5 for the 2025 demonstration.

Enabler 13: To maximise next generation ATC performance, building upon the work achieved in the S2R Programme, a new generation of brake systems [Public deliverables from S2R TD1.5 (brakes) from the project PINTA (D7.3, D8.1) available here: https://projects.shift2rail.org/s2r_ip1_n.aspx?p=PINTA] is needed to bring adjustable/configurable emergency brake control, the holding brake function and integrated adhesion management among other enhanced functionalities. New methods for qualification of brake performance under degraded adhesion, using adhesion management systems, are needed to allow performances to be assessed against a common framework as well as slide protection optimisation. This destination is expected to reach TRL5 for the 2025 demonstration.

Developments on all those enablers should also cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions.

Capability for supporting cost-effective deployment

Enabler 14: Technology as well and the operational procedures need to be validated and tested to ensure fast and safe deployment. To this end, this destination is expected to develop novel platform and facilities for testing, validation and (virtual) certification.[Public deliverable of S2R TD2.6 (Zero on-site testing) available here: https://projects.shift2rail.org/s2r_ip_TD_r.aspx?ip=2&td=983bce09-d662-47ac-904c-a543f5b73fcc] Developments should reach TRL 5/6 in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions.

Enabler 15: Decoupling software from hardware and parts inside the software domain, and defining the steps needed to increase flexibility and reduce integration effort, need to be targeted. To make those improvements effective, an adapted development cycle including an adapted safety cases procedure and modularized certification is required for the reduction of integration efforts. This destination is therefore expected to develop railway industrial DevOps.

Capabilities enabling operational objectives:

The following enablers shall be developed:

Enabler 16: Modular platform based on next generation ATC architectures, for agreed on-board and trackside modular architecture, reaching TRL6/7 in 2025, and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions .Enabler 17: Evolved onboard communication networks at TRL6 in 2025 and cover important preparatory works with higher TRL for the future set of demonstration foreseen in the Multi- annual Work programme in view of the evolutions of the solutions.Enabler 18: Functional Open Coupling System prototype covering all required subsystems in an operational environment (TRL7)Deployment and migration strategic plans, including training and human factors. The action shall actively contribute to measure and monitor the specific quantitative KPIs defined in the Destination description above, including its contribution to the Europe’s Rail Master Plan impacts.

The action shall actively contribute to the EU-Rail standardisation rolling development plans wherever relevant. Similarly, the action shall contribute to the development and implementation of EU policy and legislation including Technical Specifications for Interoperability and Common Safety Methods, as well as to publications of the System Pillar.

Collaboration work required with other FAs

The action to be funded under Destination 2 shall foresee a common activity/task related to capturing specific requirements and review of system specifications relevant to the actions to be funded under Destination 5 and Destination 6.

The action to be funded under Destination 2 shall foresee a common activity/task related to the Preparatory works on the integration and pilot test(s) of the technical enablers to be provided to the actions to be funded under Destination 1, Destination 5 and Destination 6 for the demonstration to be carried out in the action to be funded by Destination 1, Destination 5 and Destination 6.

Interaction with the System Pillar

The System Pillar aims to guide, support and secure the work of the Innovation Pillar (i.e. to ensure that research is targeted on commonly agreed and shared customer requirements and operational needs, compatible and aligned to the system architecture), and the Innovation Pillar will impact the scope of the System Pillar where new technologies or processes mean that innovations can drive a change in approach, as well as delivering detailed specifications and requirements.

In this respect, the proposal should allocate necessary resources that would be dedicated to areas linked to the System Pillar conceptual and architecture works – particularly addressing specification development (the interaction is illustrated in the System Pillar – Innovation Pillar interaction note (Annex VI of this Work Programme)). The alignment of the activities will primarily take place during the Grant Preparation Phase and ramp up phase of the awarded proposal, and there will be continued, structured and regular interaction through the life of the project.

Interaction with other relevant actions

Work under this topic should link to relevant actions, when appropriate, financed by the European Space Agency (ESA), the European Union Agency for the Space Programme (EUSPA), the project 5Grail (GA number: 951725) and the Connecting Europe Facility (CEF2), and in particular with actions to be funded under the calls CEF-DIG-2021-5GCORRIDORS-WORKS and TOPIC ID: CEF-DIG-2021-5GCORRIDORS-WORKS. Link to other external initiatives can also be relevant.

Gender dimension

In this topic the integration of the gender dimension (sex and gender analysis) in research and innovation content is not a mandatory requirement.


Specific Topic Conditions:Activities are expected to achieve a minimum between TRL 5 and TRL 7, depending on the enabler addressed, or higher by the end of the project – see General Annex B for a guide to the TRL definitions and criteria to be used.




Cross-cutting Priorities:Digital Agenda


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