The present document constitutes the Deliverable D1.2 “Energy Management & Pre-Standardisation for Alternative drive trains and related railway system intermediate report n°2” in the framework of the Flagship Project FP4 – Rail4EARTH.
The activities carried out up to now within the FP4 WP1 led to the drafting of this second version of the document which reports the status of the SP3-WP1 of Rail4EARTH after 32 months of work on the different subtasks:
– Pre-standardisation of battery interfaces: ongoing, battery interfaces are identified and discussed between partners to propose standardised ones,
– Pre-standardisation of interfaces between train and operation: preliminary, state of the art of range operation calculation and first description of needs for operators to supervise alternative drives trains,
– Pre-standardisation of interfaces between train and infrastructure: ongoing, identification of standards impacts and requirements for battery train charging, parking energy supply, and hydrogen train refuelling,
– Pre-standardisation of energy management functions: ongoing, state of the art build commonly with RAIL4EARTH WP5 for energy management functions + definition of different strategies for charging of battery trains,
– Optimization of energy management at railway system level: ongoing, description of a methodology to compare use cases and scenarios from railway system view. Definition of a first use case in France and scenario with a 1st generation battery train, with the application of the methodology and the analysis of the results,
– Identification of standards to be adopted for the interfaces and components of trains with alternative drives and related infrastructure,
– Integration of the standards identified into the “Standardisation and TSI input plan” STIP of FP4-Rail4EARTH WP28.
As this Report is the second intermediate WP1 progress report, some works are still pending and will be finalized by the end 2026.

The document depicts the advancement of Task 10.2. This work develops a comprehensive system-level simulation model of the Swedish railway traction power system based on real-world field data. The model includes detailed sub-models of static frequency converters (both DC-link and multilevel topologies), electrical locomotives, catenary systems, high-voltage feeder lines, and traction transformers. Its validity is demonstrated through two representative case studies. Various energy storage solutions and corresponding interface converter technologies are investigated and evaluated for the energy storage system (ESS) deployment in railway applications, with a final focus on Li-ion batteries, supercapacitors, flywheel ESS and superconducting magnet energy system (SMES). A dedicated DC-AC converter topology is designed to support ESS integration, aiming to enhance voltage stability and facilitate regenerative braking energy recovery. The performance of the proposed converter, in combination with the four selected ESS technologies, is evaluated with and without a bidirectional DC-DC converter. Furthermore, a novel ESS integration method into existing static frequency converters is proposed to enable peak power shaving and improve the utilization of regenerative energy. This approach is demonstrated using a multilevel converter equipped with supercapacitors, with performance assessment conducted through the developed simulation framework.

This report shows the current status of Work Package 20 – Aerodynamics. This work package consists of two tasks, the content of which is strongly linked. The report gives insights on the activities performed since the last report and also clarifies the future work to be performed before the completion of the WP.
The first of the two tasks discusses the development of an accurate numerical method to predict the aerodynamic behaviour of a train model; in the second task the influence of two elements of a regional train on the aerodynamic is examined, namely the train roof components and the pantograph.
One main aim of the work package is to establish a prediction method for aerodynamic loads on a regional train. In task 20.1 the methods identified to be promising in the last report were used to evaluate the flow in the simulated, generic wind tunnel with different stages of refinement and granularity. The different methods were implemented by various partners to ensure that the results could be compared and that an optimized method may be implemented. For the validation, experimental tests in model scale are performed to set up a database with a variation of train roof components. As comparison parameter, the drag of the generic regional train KMF Regio introduced in the first deliverable was tested and the numerical and experimental results will be compared.
In task 20.2.1, the drag of the KMF train shall be reduced by means of the variation of roof installations. A variety of roof configurations was already introduced; these variations will now be tested experimentally in the wind tunnel and selected configurations will be studied with the different numerical codes. The aim of task 20.2.1 is the understanding of the development of drag due to flow structures on the train roof and the reduction of this drag in order to enhance the ecological and financial performance, at last reducing the fuel consumption and CO2 emission.
One of the possible roof installations of a train is the pantograph and its’ aerodynamic behaviour is studied in task 20.2.2. The contact pressure between the pantograph and the power wire can be adjusted using aerodynamic guiding devices. By improving the aerodynamic characteristics of these pantograph components, the power transfer efficiency can be optimized and the abrasion of the wire and the pantograph can be reduced. Therefore, a generic, modular pantograph was designed and the model built in the scaling 1:1 will be studied in the wind tunnel.

This document provides the realized FP4 – Rail4EARTH dissemination & and exploitation actions on the global scope of the project (rolling stock, infrastructure, stations, all related sub-systems and the 28 WPs of the project) during the 2 first two years of the project.
The dissemination of FP4 – Rail4EARTH is essential throughout the project’s life and has been carried out with the cooperation of all Work Packages and many partners of the project. The topics of technical and scientific communications are mainly proposed by the 26 technical WPs (WP1 to WP26). They depend on their respective progress and their results generated during the project realization.
Main achievements during these two years:
• Creation of a project identity;
• Population of the EU-Rail FP4-Rail4EARTH website;
• Physical and online participation to conferences;
• The submission of abstracts for conferences in 2025 ;
• The publication of news through social media;
• The publications of articles in specialized journals;
• The participation to products-oriented exhibition “InnoTrans 2024” (Berlin).

The WP24 allowed a state of the art of the technological status but also about the ambitions of the partners to develop sustainable interiors. The previous deliverables have defined the targets and the first technical ways.
The current deliverable D24.2 is not the progress report of the partners but is focused on the roadmap for the next 2 years (end of Rail4EARTH).
The main results expected by the tasks of WP25 will be presented:
o Priority topics
o Expectation by topic
This document is split in several main parts:
Chapters 4 to 8 present the deliverable compared to the MAWP
Chapter 9 defines the roadmap 2025-2026
Chapter 10 is the conclusion

The aim of this report is to give insight into the topics and tasks of work package 20. The content and time schedule of the two tasks is defined and information about the distribution of work between the partners as well as the methods which will be used are given.
The WP is divided into two tasks, whose motivation and aims are explained. First results and the relevant methodologies are clarified.
Within the task 20.1, the work intends to expand the current state of the art and work towards new regulation requirements that could enable virtual certification in the foreseeable future. The aerodynamic topics, on which the studies will be based on, were defined and a generic train model was designed, which allows the study of the different methods and the validation of numerical results with experimental tests. However, no full-scale data of the generic train will be available. A comparison between numerical results gained with the developed method and full-scale data of a regional train will be delivered by a partner of the WP for validation purposes in the later progress of the WP.
The task 20.2 is dedicated to the optimisation of the train’s roof equipment with regards to noise and mainly drag and therefore fuel consumption and CO2-emission. The same generic train geometry will be utilised for the study of optimal train roof equipment placement. A generic pantograph was generated to give insight into the flow around different parts of the pantograph as well as the forces on the pantograph. The power transfer efficiency is to be optimised by adapting the pantograph aerodynamics.
All tasks are according to the plan, no delays have to be reported.

The D1.1 “Energy Management & Pre-Standardisation for Alternative drive trains and related railway system intermediate report n°1” reports the status of the SP3-WP1 of Rail4EARTH after 16 months of work on the different subtasks:

• Pre-standardisation of battery interfaces: ongoing, battery interfaces are identified and discussed between partners to propose standardised ones,
• Pre-standardisation of interfaces between train and operation: preliminary, state of the art of range operation calculation and first description of needs for operators to supervise alternative drives trains,
• Pre-standardisation of interfaces between train and infrastructure: ongoing, identification of standards impacts and requirements for battery train charging, parking energy supply, and hydrogen train refuelling,
• Pre-standardisation of energy management functions: ongoing, state of the art build commonly with RAIL4EARTH WP5 for energy management functions + definition of different strategies for charging of battery trains,
• Optimization of energy management at railway system level: ongoing, description of a methodology to compare use cases and scenarios from railway system view. Definition of a first use case in France and scenario with a 1st generation battery train, with the application of the methodology and the analysis of the results,
• Identification of standards to be adopted for the interfaces and components of trains with alternative drives and related infrastructure,
• Integration of the standards identified into the “Standardisation and TSI input plan”.

As this Report is the first intermediate WP1 progress report, some chapters are not fully completed because the work will be continued until end 2026.

The present document constitutes the Deliverable D24.1 “ Sustainable Interiors, knowledge and opportunities intermediate report n°1 ” in the Subproject 6 Attractiveness, Work Package 24 Sustainable Interiors, Knowledge and Opportunities, as described in the EU-RAIL MAWP and contributes as well to the Flagship Project 4 – Rail4Earth.

Dissemination and exploitation plan