This report constitutes the deliverable D11.1 Specification of selected Processes and Communication between applications of the work package WP 11 Development – Integration of TMS and processes including cross-border traffic management. It is based on input from the activities performed in the tasks of WP 11 providing the specification of Use Cases, requirements and interfaces to support and improve the traffic management process facilitated by Traffic Management Systems (TMS) used by the Railway Infrastructure Managers (IM) in Europe. The specifications are used for development and set-up of the demonstrations 12.1 to 12.9 of Workstream 1.2. In this context, it will serve as an input document required for the activities performed in the future WP 12 of the MOTIONAL project and the future activities in the next EU-Rail calls to strive for higher TRL and large-scale demonstrations regarding the Technical Enablers:

• TE 8 Real-time connection of rail networks as managed by TMS and involved actors;
• TE 9 Modelling and decision support for cross-border traffic management; and
• TE 10 Integration of TMS with a) yard management system and processes; b) station management system and processes; c) energy management (Electric Traction System); d) real-time crew / rolling stock dispatching.

Within the context of the WP 11, each partner contributed to the writing of deliverable D10.1 by describing a set of high-level Use Cases and high-level requirements for integration of planning systems with other systems including planning systems of neighbouring rail networks. The D10.1 has been used as the starting point for further analysis, and the resulting Use Case description work in WP 11 is documented in this D11.1. Interaction meetings and exchange of material with the System Pillar Task 3 and RNE experts as well as with the Flagship Projects of Destinations 3, 5 and 6 helped to achieve the required alignment level. As a result, one or more Use Cases referring to each high-level Use Case of D3.1 were specified based on further analysis. Similarly functional and non-functional requirements were identified and specified which were mapped against the high-level requirements associated with the Technical Enablers 8, 9 and 10. Hence, this document represents a detailed study in addition to D2.3 and D10.1 including the basis for the development of the WS 1.2 demonstrations:

• Demo 12.1 (ATSA) – Interfaces TRL 5 from the communication Platform to the Timetable Management Applications and to the Traffic Control (RBC, Interlocking).
• Demo 12.2 (PKP) – Integration solution for the data exchange and storage system (Data Lake) allowing the exchange through interfaces, data quality assessment, and metadata generation. This solution will be used for integrating disparate decision support systems.
• Demo 12.3 (STS) – Interface from TMS Planning system to ATO-TS control module to maximise the energy efficiency of the train operation in a short-term action.
• Demo 12.4 (INDRA) – Interfaces from the communication Platform to wayside C-DAS operation system, focusing on speed profiles functionalities.
• Demo 12.5 (MERMEC) – Demonstrator based on the interfaces coming from subtask 11.3.5 (implementing interfaces between neighbouring TMS and IM) to provide a TMS and IM real-time connection of rail networks focused on cross border traffic management.
• Demo 12.6 (HACON) – TRL 6 interfaces and TRL 5 decision support module for integration and traffic management of two neighbouring TMS and IM including cross-border operations (supporting Destination 5 activities).
• Demo 12.7 (HACON) – Interfaces for integration of TMS with other services such as station and yard management systems (supporting Destination 5 activities), digital maintenance systems supporting Destination 3 activities), Passenger Information Services (supporting Destination 6) as well as electric traction systems and crew/ rolling stock management systems.
• Demo 12.8 (TRV) – Interface of TMS to Yard Coordination System 2.0 in Malmö node. Work connects to WP 4.
• Demo 12.9 (CEIT) – Interface in view of the future autonomous inspection vehicle for the infrastructure (Destination 3) and its integration with the Intelligent Asset Management System (IAMS). To receive information about asset status and planned interventions and deliver allocated paths to execute inspections and interventions.

The aim of EU Rail Flagship Project 1, Deliverable 8.3 is to develop simulation methods and models for capacity evaluation of ETCS and C-DAS / ATO. We also include the enhanced TMS-functionality and Next Generation Brakes as DATO (digital and automatic train operation) techniques to be researched. This report describes the developed simulation methods as well as accompanying planned simulation scenarios. For the latter, numerical results and analysis will follow in deliverable 9.2 of the follow-up work package 9.

The report uses the following structure. First, it presents general information on railway traffic simulations to contextualize our simulation method choices later on. Next, the report describes different current simulation tools, all of which will be used to study at least one of the different DATO techniques and scenarios. In total, this report describes 8 simulation packages.
Next, the report describes the developed simulation methods for each DATO-technique. Specifically, for each DATO-technique, the report offers a short description of the technique, an explanation of the developed simulation methods, an outline of how the previously described software packages (may) implement these methods, and a validation of the simulation methods to technical readiness level 4.
The basis for all other methods is ETCS level 2, the signalling system that will replace the current class B systems in the near or further future. Thereafter follows Hybrid Train Detection (formerly HL3), where the report presents a method for simulating the virtual subsections and train integrity monitoring. For NG-Brake, the method consists of altering traction and braking parameter settings compared to the basic ETCS settings. For C-DAS and ATO, the method relies on the implementation of altered driving strategies. The method for TMS includes either an adapted parameter setting for emulation or the configuration of a TMS for a proper simulation of the effect.

Finally, the report describes the scenarios that will be simulated with the developed methods with a brief overview of infrastructure, timetable and rolling stock. In total, the report describes 17 geographical areas across Europe. Each will be used to simulate one or multiple DATO-techniques, using complementary software packages. The methods, scenarios and results are related to several other work packages in FP1-MOTIONAL and FP2-R2DATO.

In sum, this report gathers and presents information about simulation, methods for simulating DATO-techniques, verification of the methods, and scenarios to be calculated. The information gives the possibility of a broad evaluation of methods and results. The follow-up work package 9, deliverable 9.2, will present outcomes of the simulations.

The present document constitutes the Deliverable D8.2 “Developed methods and models for evaluating feedback loops between planning and operations” in the framework of the Flagship Project FP1-MOTIONAL as described in the EU-RAIL MAWP. The overall objective of this task is to develop and improve railway traffic simulation methods and models to improve feedback loops between planning and operations. With better modelling of the traffic, we can achieve more reliable and effective evaluation of capacity and punctuality, which can be used to increase the quality of the plan.

In this deliverable, development is presented related to four demonstrations, i.e., demonstrations 9.1–9.4. Also, demonstration 9.8 is presented briefly, even though the main developments there are presented in Deliverable D8.3 (FP1–MOTIONAL,2025). Results of the Deliverable D8.2 are:

• Presentation of PROTON, a simulation tool usable for large networks. PROTON will be demonstrated for a large Swedish case and calibrated and validated with real-world disturbance data.
• Method for calibration and validation of simulation models. These results will be used to calibrate and validate PROTON.
• Improved method for processing historical data to create delay distributions, including small disturbances and calibration of background noise.
• Introduction of a simulation tool for improved feedback between crew plan and operation. With this tool, it is possible to simulate the combination of a timetable, rolling stock and crew to evaluate the robustness of a crew plan.
• A simulation tool that can be used to evaluate different infrastructure layouts and timetables. The goal is to improve a timetable based on feedback loop between C-DAS data and simulation tool/TMS.

Main conclusions are that there is a need for further developments within railway traffic simulation modelling. The more we know about setup of simulations, the faster we can do efficient analyses. With the development presented in this deliverable, we are able to perform better traffic and capacity analyses and give more relevant feedback to planning. Improved input data and stochastic disturbances that are presented in the deliverable will make the results more reliable.

Deliverable D8.1 mainly focuses on methods and models for capacity simulation including feedback loops between planning and operation. The aim is to improve current practice and to extend the scope of capacity studies with the application of models which enable capacity-impact studies of, in ER FP2 R2DATO, new developed technologies specifically: ETCS HTD (previous HL3), ATO/C-DAS linkage to ETCS and next generation brakes. Also, the aim is to identify best practices and needs for further developments of these methods and the modelling configuration of the abovementioned innovations. This document sets the baseline for the development of methods and models to test these in a simulation environment. After being tested on feasibility they will be prepared for capacity studies to identify the future potential of the above-mentioned innovations, which will be executed by WP 9. Results of WP9 will be disseminated to R2DATO, where they are part of the new technology’s impact assessment.

A conclusion from the mapping of existing tools among partners is that there are several capacity simulation tools available with developed functionality for simulation of a transport plan and also for simulation of ETCS L2. However, developments are needed to simulate the capacity effect of new digital technologies like ETCS HTD, next generation brakes, C-DAS/ATO, driver behaviour and TMS functionality, including the train path envelope and the concept of TMS steering of ATO. This also applies for improved feedback loops including crew scheduling and large networks.
A general methodology is derived for the verification, calibration and validation of railway simulation models using literature review and practical examples. However, an integral description with application of verification, calibration and validation processes for railway simulation tools is missing.
In the deliverable, an overview of feedback loops between operations and planning is given and development needs are defined. It can be concluded that feedback loops between operations and planning are essential to improve railway planning and that timetable analysis and simulation can give useful outputs, as a complement to operational performance. In order to achieve more solid and reliable models for planning and simulation; data improvement by continuous feedback of historical information available for analysis is needed. There are also other areas where methodological development is needed, typically related to specific cases where there are missing functionalities today, i.e. simulation with TMS.

The next part of the report describes per partner the status of current research on capacity effects of system developments such as ETCS level 2 and hybrid train detection, ATO and TMS. Since capacity becomes scarce, solutions are being sought in these new technologies, also European CCS will gradually transfer to ETCS. However, a lot is still unknown due to a lack of operational situations, so simulation data becomes more valuable. The biggest uncertainty is train driver’s behaviour on ETCS equipped lines, with L2 or the newly developed HTD*.
The results from this report will be used for capacity studies with improved simulation methods, also capable of designing the capacity impact of new technologies developed in FP1 and FP2.

*Please note that the ETCS scope is limited to operations deployable functionalities within the scope of Europe’s Rail. As a consequence of this, ETCS L2 without lineside signalling (former ETCS Level 3) capacity studies are excluded.

This deliverable describes the main developments carried out in WP6, with focus on models and algorithms to improve long-term and short-term timetabling of the railway network. The activities in WP6 aim at increasing infrastructure and transport utilisation capacity through optimised and robust timetables, synchronized with rolling stock planning. These objectives have been targeted through:

1. The development of advanced algorithms for the generation and adjustment of timetables and rolling stock planning, which will be further developed and completed in WP7
2. The definition a suitable family of use cases, which will be demonstrated in WP
3. The implementation of specific technical enablers.

Addressed technical enabler and the defined use cases and demonstrators are synthetically reported in the background Section 3 of this document. All the timetabling and rolling stock planning problems tackled in WP6 require to find good quality solutions fulfilling various physical and logical requirements, and the business rules of the railway infrastructure managers and railway undertakings. As such, they can be viewed as optimization problems, which can be modelled and solved by means of mathematical optimization, an AI discipline which concerns the making of optimal decisions. With few exceptions, the models developed in WP6 are based on Mixed Integer Linear Programming or Constraint Programming, solved then by means of specialized commercial solvers (as CPLEX, or GUROBI), or by ad-hoc heuristic algorithms, such as local search, genetic algorithms, simulated annealing. Mathematical decomposition and graph theory are also exploited to model and solve various problems.

Although the algorithms developed in WP6 are not yet fully completed – they will be in the first year of WP7 – still some interesting and promising conclusions can be drawn. In fact, tests on realistic instances have been performed. It turns out that the developed methods work well for the size and the type of instances for which they are designed. In turn, this implies that we can expect they will tackle the instances arising in the demonstrations of the planned use-cases. Ultimately, this means that in general the approaches will be able to support human planners in their activities, and to automatize segments of the current planning process. Preliminary results show that solutions of high quality can be produced in short computing time. One limit is that, since the algorithms will be completed and demonstrated in WP7, these conclusions are still very preliminary. Also, the solution of full integrated problems appears to be still out of reach, and we need to content ourselves with tackling suitable subproblems. For instance, we can possibly compute an optimal or quasi-optimal timetable for the entire Norwegian network, and subsequently calculate an associated optimal rolling stock rotation, and solve the stabling problem, but we are still far from being able to solve to optimality the three problems jointly.

This report constitutes the deliverable D4.1 Integration of Planning Systems of the work package WP 4 Development – Integration of planning systems and processes including cross-border planning. It is based on input from the activities performed in tasks 4.1, 4.2, 4,3, 4.4, and 4.5 including the specification of detailed Use Cases, requirements and interfaces to support and improve the planning process facilitated by network capacity management systems (CMS) used by the Railway Infrastructure Managers (IM) in Europe. The specifications are used for development and set-up of the demonstrations 5.1 to 5.7 of Workstream 1.1. In this context, it will serve as an input document required for the activities performed in the future WP 5 of the MOTIONAL project and the future activities in the next EU-Rail calls to strive for higher TRL and large-scale demonstrations regarding the Technical Enablers:

• TE 1 European cross-border scheduling with international train path planning;
• TE 2 Improved capacity allocation using rolling planning and TTR; and
• TE 6 Integration of TMS with a) yard capacity planning and b) station capacity planning.

Within the context of the WP 4, each partner has described a set of high-level Use Cases and high-level requirements for integration of planning systems with other systems including planning systems of neighbouring rail networks, which contributed to the writing of deliverable D3.1. The D3.1 has been used as the starting point for further analysis, and the resulting Use Case description work in WP4 is documented in this D4.1. Interaction meetings and exchange of material with the System Pillar Task 3 and RNE experts as well as with the Flagship Projects of destinations 3 and 5 helped to achieve the required alignment level. As a result, one or more detailed Use Cases referring to each high-level Use Case of D3.1 were specified based on further analysis. Similarly detailed functional and non-functional requirements were identified and specified which were mapped against the high-level requirements associated with the Technical Enablers 1, 2 and 6.

Hence, this document represents a detailed study in addition to D2.3 and D3.1 including the basis for the development of the WS 1.1 demonstrations

• Demo 5.1 (MERMEC) – Cross-border scheduling.
• Demo 5.2 (TRV/KTH) – Handling both, national and cross-border traffic with focus on cross-border freight trains.
• Demo 5.3 (HACON) – Interfaces for interaction with external national or central planning applications (TRL 6/7); cross-border planning including Short Timetable Planning and process improvement among actors.
• Demo 5.4 (TRV/RISE) – Collaborative yard capacity planning for Technical Enabler 6.
• Demo 5.5 (HACON) – Improved capacity allocation and new processes. Integration of new planning processes and the production of standard reports.
• Demo 5.6 (HACON) – Integration of traffic management system with network capacity planning. The feedback loop between planning and operation will be jointly demonstrated with WP11 (task 11.3)/ WP 12 and WP 13/14.
• Demo 5.7 (HACON, TRV/RISE) – Integration of network capacity planning with yard and station capacity planning. Integration of nodes and lines using specified interfaces.

Deliverable 2.5 “Use Cases for project demonstrations”” is designed to present the Use Cases proposed to be demonstrated in the FP1-MOTIONAL project.

The deliverable contains 163 Use Cases (UCs) that will be demonstrated through 76 demonstrations. These demonstrations have the goal to demonstrate all technical activities within the project’s Work Packages (WPs). These Use Cases reflect the project tasks, providing clear storyboards for the preparation of the planned demonstrations. The use cases will be used to demonstration preparations and should be later reflected on demonstration reports of each WP. They can be used to validate that the demonstration goals were achieved.

This deliverable D15.2 ‘TMS and ATO/C-DAS timetable test & simulation environment’ is the result of the developments carried out in FP1-MOTIONAL WP15 on ‘Linking TMS to ATO/C-DAS for optimized operations’ based on Tasks 15.3-15.5. This deliverable fills a gap in the state of the art and practice by considering in detail the interactions between the main system components of TMS – ATO-TS – ATO-OB, including C-DAS. WP15 focused on the TMS-ATO operations, processes, feedback control loops, algorithms, data interfaces and human factors to improve operations.

TMS-ATO railway operations can be viewed as a system revolving around three main objects: the Real-Time Traffic Plan (RTTP), the Train Path Envelope (TPE), and the Train Trajectory (TT), focusing on the railway network, railway corridor and single train, respectively. Functional requirements were defined for each of these three objects. The RTTP is the real-time traffic plan that coordinates all operations on the railway network at Timing Points (TPs). It contains the exact train routes, timings at stopping and passing points, and the orders over the (switch) sections. The RTTP is kept up to date in the TMS using functions of traffic state monitoring, traffic state prediction, conflict detection and conflict resolution. The interaction with ATO/C-DAS can be used to improve the accuracy of these functions. Several such components have been developed: the RTTP Updater, Traffic Regulator, TMS–C-DAS Enhanced Operation, and ATO Train Forecast and Operational Plan Update. The TPE is the sequence of TPs with time windows that the ATO-TS sends to the ATO-OB within a journey profile, which is used in the train trajectory generation algorithm. The TPE may enrich the RTTP with extra TPs. A TPE Generator has been developed that computes a TPE for each train by considering multiple driving strategies and the interactions between adjacent TPEs that may generate extra TPs to avoid conflicts.

Four TMS-ATO operational variants have been defined depending on a passive or active role of the ATO-TS and ATO-OB. An active ATO-TS includes a TPE generator that monitors and optimizes TPEs from TMS and ATO-OB updates. An active ATO-OB has a train trajectory generation algorithm onboard. Depending on the combination of passive/active ATO-TS and ATO-OB different feedback control loops arise, with the most flexible configuration the active ATO-TS and ATO-OB resulting in a distributed TMS-ATO solution. An Integration Layer (IL) has been developed based on the Conceptual Data Model (CDM) that provides an enhanced publish/subscribe paradigm for processing messages between the TMS and ATO-TS. In addition, a Journey Profile generator has been developed based on the IL that translates an RTTP into Journey Profiles and Segment Profiles.

A Human-In-The-Loop (HITL) simulation environment has been enhanced with the TPE Generator and a new ATO-OB, to test full TMS/ATO-TS/ATO-OB operation, including feedback control loops and human factors (HF) using HMIs for drivers and traffic management/control operators. HF research requirements and a toolkit have been developed to study train drivers and traffic management/control operators within a TMS–ATO environment. Also, Human Readiness Levels (HRLs) are defined to assess the level of maturity of technology to its readiness for human use.

The annex contains the results of TRL 4 validation in a lab environment of the functions developed.

The aim of FP1-MOTIONAL flagship project is to investigate innovative solutions for improving the rail network management planning and control, as well as multi-modal rail integration in Europe.  The research and innovation outcomes of this project correspond to a number of Technical Enablers (TEs)) identified in the MAWP (Multi Annual Working Plan).

Deliverable 10.1 (D10.1) of FP1-MOTIONAL reports on the project achievements related to TEs 8 to 17 which are relevant to rail operations. This report covers the  high-level requirements, alignment, design and use cases for 25 demonstrators relevant to these TEs based on a state-of-the-art analysis.

The purpose of Deliverable 2.4 “Demonstration Strategy” is to present a strategy, the guidelines and templates for the preparation and delivery of demonstrations planned in the second half of the FP1-MOTIONAL project ( Month 25 – Month 43).
The document explains the structure of demonstration phase ( four sub-phases: Specifications, Implementation, Execution and Evaluation) and provides the important elements of the selected demonstrations. The document also describes the interactions between Workstream 1 and Workstream 2 of FP1-MOTIONAL, as well as the collaboration with other Flagship Projects needed to support the delivery of the entire demonstration phase for the project.

Deliverable D13.1 provides a detailed description and analysis of the main use cases for disruption management within the context of railway infrastructures based on the high level description and requirements described in D10.1.

The use case analysis provided in this deliverable covers involved actors, pre-conditions and post-conditions, inputs, interactions for use case implementation, the exchanged data structures, and a table of the functional and non-functional requirements and are relevant to the following FP1-Motional Technical Enablers (TEs)  :

• TE 11—HMI for TMS based on User Experience (UX) Design and user input: The development of an HMI solution for the railway sector must consider UX design principles to reduce the workload imposed on operators when dealing with critical actions, decisions and alarms in control centers when managing disruptions and critical tasks.
• TE 13—Cooperative planning multi-actors within rail: Critical events and alarms occurring along a railway are not handled by a single operator but by many of them, who should be able to communicate effectively with each other and with other stakeholders, including emergency responders, to ensure that the incident is handled appropriately.
• TE 14—Integration of incident management and customer information, with IM and RU interaction and Decision Support for Disruption management (DSS) : Incident management in railway systems is a complex and challenging task that requires the skills and expertise of operators in control centers as well as many details and data to support the problem identification process, which calls for more integration of all the possible information sources.

The use cases described in D13.1 will be applied in the upcoming WP14 for the planned demonstrators as follows:

• Demo 10 – Collaborative DSS for efficient and effective disruption management: This demo is divided into three parts: first one showing how collaborative decisions can be supported by the decision support modules of TMS; the second part shows how a DSS can support the operators when performing complex procedures to reduce the workload and fatigue in critical scenarios while providing suggestions to optimize maintenance; and the last part deals with solving conflicts in rolling stock movements, minimizing the impact on the operator and passenger experience.
• Demo 11 – The TMS HMI solution based on User Experience (UX) Design and user input  will be tested in a simulated environment while handling complex disruption management events and will measure KPIs for situation awareness and mental workload.

Deliverable 1.3: “First Report on KPI Achievements and Impact” provides an overview of the first assessment (expert judgement) of the Key Performance Indicators (KPIs) and Performance Indicators (PIs) undertaken at the end of the development phase within the FP1-MOTIONAL project .
This report leverages the KPI assessment methodologies previously detailed in deliverable D1.2 – Description of metrics and methodology. A structured process for expert selection and a general questionnaire were employed to gather feedback on the appropriateness of methodologies and progress towards KPI goals. The document highlights challenges encountered, such as the debate over baseline dates, chosen methodologies and the roadmap to 2030. The report also addresses the project’s alignment with five of the seven impact areas defined in the Master Plan, including enhancing sustainability, meeting evolving customer requirements, and reinforcing the role of rail in European transport.