The FP3-IAM4RAIL project focuses on seven different integrated demonstrators for rail assets which are key for Research and Innovation (R&I) in the rail sector. Integrating asset condition information obtained via advanced monitoring with decision-making tools and into the Traffic Management System (TMS), combining available information with Artificial Intelligence (AI) and digital twins are key R&I topics covered in FP3-IAM4RAIL.

FP3-IAM4RAIL aims to reinforce the next generation of Intelligent and Integrated Rail Asset Management, providing and demonstrating innovative solutions covering fixed and rolling stock assets, minimising the life cycle costs of assets and extending their lifetime, while meeting safety requirements and improving the reliability, availability and maintainability of the rail system. The project also seeks to promote sustainability and support the transition towards a greener and more efficient transport network in Europe. Recent advancements in the project include successful tests of predictive maintenance technologies and the integration of AI-driven analytics into real-time traffic management systems.

This document presents the context in which the collaboration with the Independent Ethical Advisor is taking place. It analyses any ethical issue arising from Work Package (WP) 19 (Exoskeleton and AR for Railway Maintenance) and the way they have been mitigated by the project partners so far. The analysis pertains mostly to the work done in deliverable D19.1 (Workplace analysis and specifications). It shows that the FP3-IAM4RAIL consortium has high awareness of ethical issues. The work done in Task T19.1 (Workplace analysis and specifications) also anticipates potential risks related to the use of the exoskeleton, which is useful in thinking the activities of tests planned in Tasks T19.3 (AR tools and exoskeleton development and prototyping) and T19.4 (Technology Validation and Demonstration). The Independent Ethical Advisor does recommend to maintain the efforts and increase transparency on the protocols approved, the sample characteristics and the way participants’ rights are explained to them. Given the efforts made by the consortium so far, there is very little risks in the development of the project.

WP12 deals with intelligent inspection technologies and management of civil works. On top of the assets themselves (e.g.: bridges, viaduct, rail, tunnels), the surrounding environment/environmental conditions are part of this work (e.g.: slopes, vegetations, floods). This deliverable establishes requirements, architecture and presents initial measurements pertaining monitoring techniques on civils, paving henceforth the way for WP13.

The primary aim of this deliverable is to advance short-term asset management strategies for rail tracks and their surroundings through the rigorous testing of new technologies at pilot sites in Spain and the Netherlands. This includes a detailed evaluation of a set of applications, specifically tailored to meet the operational needs of infrastructure managers (IM) and maintenance service providers represented by ADIF and Strukton, respectively. These applications are assessed against Technology Readiness Levels (TRL) to ensure they meet the required standards for practical deployment. Several of these applications have already been successfully piloted, resulting in immediate, tangible benefits for the involved end-users. Additionally, other technologies have been installed, and preliminary testing has commenced, laying the groundwork for further research and development.

Train services is mainly composed of two main areas, namely Train Control and Monitoring System (TCMS) and On-board Multimedia and Telematics (OMTS). TCMS is responsible of the integration of train functionalities such as braking, commands and others. Whereas OMTS conveys users and operator information. Telecommunication infrastructure used by Train Communication Network (TCN) to convey the train traffic is currently very simple and based on a wired system. Due to cables maintenance and diagnosis cost, the efficiency of this system should be greatly improved to enhance the functionality of both TCMS and OMTS domains.

Hence, the New Generation Train Communication Network (NG-TCN) has emerged as a major innovation introducing a wireless architecture as an enabler to enhanced automation, flexible train management and increased railway capacity, in addition to leveraging the virtual coupling concept. NG-TCN targets replacing completely or partially the wired communication infrastructure by wireless solutions and technologies.

This document, deliverable D2.1 Architecture Input Requirements Consolidation first version in FP3‐IAM4RAIL, outlines a high‐level system architecture aligned with EU RAIL Multi‐Annual Work Programme (MAWP). The Scope of D2.1 is to define a first issue for the definition of FP3‐IAM4RAIL project architecture, including a description of innovation and an introduction to the business assessment.

This first definition will cover how the proposed developments go beyond the state‐of-the‐art, including the current architecture of the systems, and a high‐level architecture overview of the proposed demonstrators constituting building blocks which will be built up into a holistic approach in D2.3 Architecture Requirements Consolidation final version.

This document, “Technical/Impact KPIs Report (inital)”, explains how FP3-IAM4RAIL is addressing the Key Performance Indicators (KPIs) stated in the Muli-Annual Work Programme (MAWP) of the EU-Rail JU, the Performance Indicators (PIs) to be fulfilled specifically within the project lifeme and finally the positve impact the technical developments of FP3-IAM4RAIL will hopefully have on a variety of topics of the railway sector. The Key Performance Indicators (KPIs) represent the overarching goals of the EU-Rail JU work programme and are to be reached by 2031 as stated in the programme, while Performance indicators (PIs) are specific targets to be met by the end of 2026.

The Scope of the D2.7 is to define the second issue for the definition of FP3-IAM4RAIL project Use Cases (UC), including a description of innovation and an introduction to the business assessment. This first definition will cover how the proposed developments go beyond the state-of-the-art, including specific technical KPIs and the target baseline, not only at WP level, but also at UC level.

The UC definition includes a chapter for Cluster, including a sub-chapter for each Use Case on the respective innovation management and synergies/risk of duplication of work. It includes, as well, a final catalogue per UC with tables with the UC and TRL level, including, when applicable, agreements reached with other FPs in the specific Work Packages or relevant System Pillar links.

The FP3-IAM4RAIL project focuses on seven different integrated demonstrators for rail assets which are key for Research and Innovation (R&I) in the rail sector. Integrating asset condition information obtained via advanced monitoring with decision-making tools and into the Traffic Management System (TMS), combining available information with Artificial Intelligence (AI) and digital twins are key R&I topics covered in FP3-IAM4RAIL.

FP3-IAM4RAIL aims to reinforce the next generation of Intelligent and Integrated Rail Asset Management, providing and demonstrating innovative solutions covering fixed and rolling stock assets, minimizing the life cycle costs of assets and extend their lifetime, while meeting safety requirements and improving the reliability, availability, and maintainability of the rail system.

The communication and dissemination plan is a living document setting out a strategy to maximise the impact of the FP3-IAM4RAIL project, to increase its visibility and to ensure that the project outputs reach a wide audience of relevant stakeholders. The plan is based on EU-Rail’s communication policy and communication strategy and on the common goal of strengthening the overall EU-Rail programme1, while addressing the specific objectives and topics covered by FP3- IAM4RAIL. This is done by highlighting FP3-IAM4RAIL as an important contribution to all EU-Rail projects.

The aim of this report is to gather all relevant information for the development of successful, innovative, and useful exoskeleton and augmented reality technologies for assistance in railway maintenance operations.

FP3 – IAM4RAIL WP18 was structured around 2 timeframes. In the short-term view, maintenance robots are being developed. Those robots meet business needs expressed by partners. The aims are different: some want to accompany the growth of their transport offer without having to increase the surface area of their maintenance facilities, others want to acquire new resources to accelerate an equipment deployment program, and still others want to reduce their costs or improve the quality of the information they collect.

To ensure that developments continue beyond these 4 robots, the work package aims to structure a railway robotics ecosystem in the medium-term view. This ecosystem supports the technical policy of robot modularity, which is essential for the expansion of robotics in railway maintenance.
In this first year of work, we set out to determine the main guidelines that will govern the development of common tools and methodologies for our ecosystem. The purpose of this document is to set out these orientations.

So far, the use of additive manufacturing for the repair of metal components in the railway industry has not yet seen significant adoption. These activities remain mainly labour-intensive and insufficiently industrialised. Therefore, there is considerable room for improvement and progress in the sector. On the other hand, the use of different additive manufacturing technologies with polymers for the development of railway spare parts is somewhat more developed than in the case of the repair of metallic railway elements, but even so it also has a wide field of work, in which important improvements can be made together with the development of their digital storage.