Deliverables: Results Published in January 2026

FP2-R2DATO

D39.3: Demo specifications

FP2-R2DATO advances rail safety and efficiency by supporting the development of Automatic and Autonomous Train Operation (ATO) demonstrating technologies that are moving toward higher Technology Readiness Level (TRL). Deliverable D39.3 describes the full framework for testing ATO up to Grades of Automation (GoA4) and Remote Driving at the San Donato Test Ring, using Trenitalia’s hybrid train. The deliverable describes how the demonstrator integrates ATO within a relevant operational environment, perception and remote driving functions within the existing ERTMS/ETCS Level 2 infrastructure. It also defines the laboratory setup, the hardware and software modifications needed on the train and trackside and the detailed set of scenarios (including shunting movements, GoA4 operation, remote driving, wake up procedures, and transitions between different Grades of Automation) that will be tested. D39.3 provides evidence that the Automatic Train Operation technologies are progressing toward higher TRLs and are ready for evaluation in a relevant operational environment.

How it brings us closer to achieving better rail for Europe: By demonstrating how ATO up to GoA4 and Remote Driving can operate together with the ERTMS/ETCS Level 2 signaling system on a real train and a dedicated test ring, the project supports future deployment by showing that advanced automation can be combined with existing CCS systems. This contributes to increase capacity, improve punctuality and reduce operational costs by leading to a rail system that is more interoperable, energy efficient, digital and automated.

Target audience: Rail stakeholders, Infrastructure Managers, Member States, Policymakers, National Safety Authorities, Notified Bodies

More information on this topic: FP2-R2DATO

FP5-TRANS4M-R

D5.3: Validation/Test Procedures of Wagon and Locomotive DAC up to Level 5

The FP5-TRANS4M-R’s overall goal is to establish rail freight as the backbone of European logistics chain. Integration of Digital Automatic Coupler (DAC) enabled solutions is a vital part of this process. To ensure DAC’s proper and flawless functionality, the validation and testing of wagon and locomotive DAC systems up to level 5 is a necessity. The document provides comprehensive and detailed description of test procedures for wagon and hybrid couplers needed to achieve TRL8 of the described products.

How it brings us closer to achieving better rail for Europe: The results of these tests are to be used to verify compliance with the type, functional and interoperability requirements for DAC and the hybrid coupler at component, vehicle and train level. To ensure this, DAC suppliers accompany the tests in the train test lab and on the demo trains. The methodology and testing will allow for further development of technology, effectively bringing it closer for deployment to support rail freight development.

Target audience:Rail stakeholders, Suppliers, Wagon keepers, Researchers, End-users

More information on this topic: FP5-TRANS4M-R

D29.3: Installation and test plan for Gates in Spain

The FP5-TRANS4M-R’s overall goal is to establish rail freight as the backbone of European logistics chain. Such objective includes deployment of key technologies, for example Standardised European Checkpoints (ERC), Intelligent Video Gates (IVGs) and on-board system. This deliverable discloses the deployment of Spanish IVGs and on-board system demonstrators. It includes description of the deployment locations, system architecture, hardware, ICT elements, installation plan and future testing procedures. The test plans described throughout the deliverable are essential part of ensuring the quality and proper functioning of demonstrator and serve as the foundation for future activities

How it brings us closer to achieving better rail for Europe: Further development of Railway Checkpoints and on-board systems is crucial for forwarding the automation and digitalisation of rail freight operations, thus allowing for safer, sustainable an cost-effective logistics. The outcomes of this plan will contribute to defining best practices for future deployments and support the standardisation of checkpoint technologies across European rail networks. It will also help with maintenance activities.

Target audience:Rail Stakeholders, Freight operators, Researchers, End-users

More information on this topic: FP5-TRANS4M-R

InBridge4EU

D5.1: Revised acceleration criteria for railway bridges with ballastless tracks

InBridge4EU supports the improvement of railway bridge design and assessment by advancing the scientific basis behind dynamic performance criteria. Deliverable 5.1 presents the results of WP5, focused on revising the vertical deck acceleration limits currently used in Eurocode EN 1990 (CEN, 2023b) for assessing traffic safety on ballastless railway bridges. The deliverable collects an extensive numerical study using three-dimensional advanced train–track–bridge interaction (TTBI) models, analysing derailment risk through established criteria (Nadal and Unloading) and comparing these with deck acceleration values across a wide range of bridge spans, speeds and track irregularity levels. A total of 1430 dynamic simulations were performed, complemented by additional studies on the influence of increased irregularities, bridge vibration and the effects on riding comfort. Building on previous research and addressing the ERA technical note on work needed for closing the Technical Specification for Interoperability (TSI) open point related to bridge dynamics, D5.1 provides an assessment showing that vertical deck acceleration is unrelated to the assessment of running safety with regard to the occurrence of derailment. Instead, factors such as track quality are more relevant, demonstrating that the effect of rail unevenness across hundreds of meters is far greater than the effect of the bridge’s vibration.

How it brings us closer to achieving better rail for Europe: The revision of bridge deck acceleration limit in railway bridges provides better understanding of the factors that affect ballast behaviour under vibration. Based on extensive dynamic simulations, WP5 supports the development of models to study this behaviour and evaluates the current acceleration limit in the standards. The results show that vertical deck acceleration has a limited correlation with derailment criteria, while other factors appear to have a more significant role. Based on these findings, the work suggests reconsidering the application of the current acceleration limit in EN 1990 as a traffic-safety criterion. Nevertheless, some acceleration limit may still be justified for safety-related serviceability aspects. This activity contributes to enhancing bridge cost-efficiency, while continuing to ensure the safety of rail operations, by supporting a stronger, more sustainable and interoperable rail network across Europe.

Target audience:Infrastructure Managers, Rail stakeholders, Member States, Policymakers, National Safety Authorities, Notified Bodies, European standardization bodies

More information on this topic: InBridge4EU