This deliverable reflects the objectives of WP33, where seamless corridor operations will be demonstrated and validated by integrating physical and information flows within Destination 5. The report is an output of Work Package 33 (WP33) within the Flagship Project 5 (FP5) – TRANS4M-R, specifically contributing to the “Showcase Seamless Corridor” objective.  

The primary objective is to specify the integration of a network management use case with Destination FA1, designed to optimize operational efficiency and enhance supply chain management. The methodology for this deliverable was a collaborative and iterative process with partners from both FP1 MOTIONAL and FP5 TRANS4M-R. 

The findings include the successful establishment of a comprehensive planning framework and the identification of distinct demonstration groups. Key developments from FP1, such as the Conceptual Data Model (CDM), European Rail Data Space (ERDS), Yard Coordination System (YCS) and the Yard Capacity Management System (Yard-CMS), have been successfully assigned to these groups, ensuring their planned applications are well-defined. 

The report acknowledges that the work is currently in the planning phase, and the outcomes are based on planned coordination and stakeholder commitments. The actual execution may reveal unforeseen challenges. The next steps include the execution of the demonstrations, followed by analysis of the results, which will be described in Deliverable 33.2 “Results on the Seamless Corridor” reporting on the demonstration activities, and in Deliverable 32.1 “Results from Demonstration” reporting on the data sharing concepts for specific use cases. 

This deliverable, D32.2 “Recommendations to reduce technical barriers and improve the quality and availability of data”, is a critical output of Work Package 32 within the Flagship Project FP5 – TRANS4M-R. It builds upon the foundations laid in the previously submitted deliverable 25.1, which introduced general principles for data sharing and data structures in the rail freight sector. The primary objective of this document is to provide comprehensive recommendations for removing administrative and technical obstacles to data exchange, thereby enhancing data availability and quality across the multimodal freight transport ecosystem. This work is essential for establishing a harmonized framework for seamless data exchange within FP5 and its connection to FP1.Key aspects of this deliverable include:

• Further exploration of the Conceptual Data Model (CDM) introduced in D25.1, emphasizing its role in ensuring data interoperability and quality.
• Analysis of survey results from key stakeholders, including Infrastructure Managers (IMs) and Railway Undertakings (RUs), as well as System Suppliers highlighting current challenges and the state of data exchange in the sector.
• Detailed examination of the roles, responsibilities, and systems involvement of IMs (such as RFI, TRV, and ADIF) and RUs (like ČDC and ÖBB) and system suppliers (like HACON and GTS) in various aspects of railway operations, including planning, traffic control, and data exchange.
• Identification of critical issues in data exchange, such as lack of standardization, cybersecurity concerns, and difficulties in real-time data sharing.
• Discussion on the key aspects that are essential for data sharing such as identity and access management, auditing, monitoring and data sharing policies through a data space approach, as specified by International Data Spaces.
• Recommendations for improving data exchange, focusing on areas such as data governance, standardization, and the adoption of new technologies.
• Discussion on the importance of data quality and availability in optimizing railway operations and improving service quality.
• Coverage of data storage solutions and transversal aspects related to them, including recommendations for good practices in safety, security, and data protection.
• Collection and examination of use cases from WP26 to WP31 to identify areas requiring alignment with WP32 for data exchange purposes.

This deliverable aims to provide a comprehensive framework that will facilitate the seamless and harmonized exchange of data within the broader context of multimodal freight transport. By addressing the identified challenges and implementing the proposed recommendations, the project seeks to drive efficiency, transparency, and collaboration across systems, ultimately leading to optimized logistics, better resource management, and enhanced customer experiences in the rail freight sector. The document reflects the process followed to align data exchange requirements across various work packages, ensuring a cohesive approach to data management and interoperability throughout the FP5-TRANS4M-R project.

Deliverable D29.8 of the FP5 TRANS4M R project comprises the successful execution of the live demonstration of Intelligent Video Gates (IVGs) for process optimisation in a German yard. This report forms part of the deliverable and serves to document and evaluate the demonstration conducted at the Nürnberg site. The main part of the deliverable was performed as the live demo.

The objective of this deliverable is to assess how IVGs, as part of Europe’s Rail digitalisation strategy, can optimise and partially automate freight processes such as maintenance order management.

The live demonstration served as a central component of this assessment, designed to provide participants with a first-hand understanding of the IVG technology, its operational principles, and its integration into yard processes. The event combined a concise theoretical introduction with a real-time presentation of the system in operation.

During the live session, participants observed freight wagons passing through the IVG system while data, e.g. UIC wagon number, images of the different perspectives of the wagon and the timestamp of the passing wagon, were automatically captured, processed, and analysed. This direct observation allowed attendees to follow the complete digital workflow: from data acquisition to automated analysis and integration into maintenance processes, leading to make the system’s functionality and benefits tangible.

In addition to showcasing the new digital process, the demonstration illustrated the transition from traditional manual inspection procedures to the IVG and Artificial Intelligence (AI) supported workflow. The comparison clearly demonstrated the advantages of the new approach, including greater operational efficiency, improved accuracy, and higher levels of automation in data handling and process management.

The demonstration confirmed that IVGs can reliably generate a digital footprint of freight operations and can be successfully embedded into yard processes. They enhance efficiency, accuracy, and transparency while supporting predictive maintenance and cross-border interoperability.

The Nürnberg showcase thus provides a concrete example and roadmap for further deployment and standardization across Europe. It demonstrates that IVGs are not only technically mature but also ready for large-scale implementation as a cornerstone technology for the digitalization of European rail freight.

Deliverable (D) 29.7: “Execution of test for Gates in the Netherlands” contains the results of the tests as described in deliverable (D) 29.4: Installation and test plan for Gates in the Netherlands as made by the Netherlands (ProRail/University of Twente). The aim of the tests was to assess the Video Gates and software build in the Dutch Railroad infrastructure, and this deliverable describes the results of the test.  

This document was created by experts from ProRail (Dutch Railway Company) and the University of Twente. The aim of this deliverable is to describe how the tests were conducted and to evaluate whether the test objectives regarding the physical requirements for the Video Gates, as well as software aspects, have been achieved. The test designs follow the requirements defined in Deliverable 25.1 [D25.1]. Performance metrics were defined for each requirement and the tests were conducted with those criteria in mind. 

This deliverable is the result of the research done and describes the results and outcomes of the tests. 

This deliverable, D29.5 “Execution of Test for Gates Installed in Sweden” addresses the execution of tests for gates installed in Sweden in relation to Task 29.2: Demonstration and evaluation of the installed checkpoints within WP29 – European Railway Checkpoints (ERC). WP29, as part of the Flagship Project FP5-TRANS4M-R, focuses on the development, deployment, and validation of Railway Checkpoints, which are designed to support the automation of freight train transfers at border crossings and other operational stop points.  

This document provides a comprehensive overview of the planning, execution, and analysis of the tests conducted. The purpose of these tests is to assess the performance, reliability, integration, and interoperability of the Railway Checkpoints in Sweden. Two strategic locations have been decided for the installation of gates in Sweden, namely the main gateways to and from Sweden i.e. in vicinity of the Port of Gothenburg, which is Scandinavia’s biggest port, and in Malmö in vicinity of the Öresund’s bridge, connecting Sweden with the European continent.  

The tests in this report are carried out in a comprehensive manner regarding the image analysis for the gate in Gothenburg, and in a slightly less comprehensive manner regarding the newly deployed gate in Malmö. RFID readings of wagon numbers are available for both gates but not yet fully matched with the results of the image analysis. The evaluation of the analysis of the images from the gate in Gothenburg consists of two parts; a manual comparison on a set of images and the data that have been extracted from these images, as well as an automated comparison of data extracted from images and corresponding data from a system called Lupp, which stores data that have been reported by railway undertakings to the rail infrastructure manager in Sweden, Trafikverket. These types of comparisons are made for data that have been produced by two different image analysis systems, one from Indra and the other from Hitachi. Although the results of the comparison are satisfactory on certain detection aspects, further work is needed and currently ongoing in improving the algorithms for image analysis as more images are produced from the installed gates. The gate in Malmö was deployed late March 2026. After that a training period for the gate was launched to train the system to identify all types of EVN, ILU and UN-numbers. At this stage, the system should be considered operational but not yet fully optimized.  

This report also identifies paths for exchange and integration of the data retrieved from the checkpoints with Trafikverket’s data infrastructure and with classical wayside monitoring systems in Sweden. 

This document presents the installation and testing plan for the Railway Checkpoints in Spain, developed under Task 29.2: Demonstration and Evaluation of the Installed Checkpoints, within WP29 Standardised European Checkpoints (ERC). WP29, part of the Flagship Project FP5-TRANS4M-R, aims to enhance cross-border rail freight operations through the development of Intelligent Video Gates (IVGs), supporting the automation of Freight Train Transfer detection and inspections at borders or other operational stop points.

The ADIF/RENFE Spanish demonstrator seeks to validate the integration of IVG technology and on-board sensor systems in a high-traffic terminal environment. It focuses on assessing their interoperability with existing infrastructure and evaluating the effectiveness of data acquisition to support the monitoring and automation of railway operations.

A comprehensive overview of the ERC systems deployed by INDRA in Spain is provided, which includes an end-to-end solution for the automation of the operations addressed in the demonstrator, as defined in D29.1: Technical Definition of the Standard IVG for Checkpoints and Related Demonstrators.

The document includes a description of the locations of the Railway Checkpoints at the Can Tunis terminal in Barcelona, the system architecture -use cases and functionalities-, description of the hardware, Information and Communication Technology (ICT) and software components, the installation plan, and the associated testing procedures.

The document also covers the on-board sensor system developed by CEIT, which forms an integral part of the Spanish demonstrator, in order to provide enhanced data for monitoring and analysis of railway operations. It includes a description of the system’s architecture, the technical configuration, the data exchange mechanisms and the corresponding installation and testing plans.

The test plans described throughout this report are essential to ensure the quality and proper functioning of the demonstrator and will serve as the foundation for the activities to be carried out in the future deliverable D29.6: Execution of Tests for Gates Installed in Spain. The outcomes of this plan will contribute to defining best practices for future deployments and support the standardization of checkpoint technologies across European rail networks.

The main objective of work package (WP) 29 Standardised European Railway Checkpoints at Borders and Other Operational Stop Points has been to develop European Railway Checkpoints (ERC) that will partially automate Freight Train Transfer Inspections at borders or other operational stop points. Thus, this WP focuses on:

• Digitalisation and automation of manual processes through innovative sensors, video gates and handheld devices, based on a process analysis (TRL 7)
• Interoperable IT-systems for data management and processing (TRL 7)
• Harmonized procedures and regulations

This document addresses Task 29.2: Demonstration and evaluation of the installed checkpoints within WP29 and has been prepared to provide the output from the demonstration and evaluation. The results from the work within task 29.2 was demonstrated during a webinar, arranged on the 27th of January 2026, 11:30-13:00. In this webinar, developments within this working group were demonstrated by showcasing four modules from Germany, Sweden, Spain and the Netherlands, each focusing on a specific use case:

• Condition monitoring,
• Improving sharing of logistics information,
• Capturing yard movements and
• Recognition of Hazardous Materials Plates/Placards and UIC Codes

This report documents the demonstration within Task 29.2 and presents the evaluation of European Railway Checkpoint concept and the proposed four modules, as well as suggested methodologies for data exchange and possible paths for implementation and roll-out. In conclusion, the concept of European Railway Checkpoints is believed to represent a step forward in making European railways smarter, more efficient, and more customer focused. Further development is proposed to take place in the second call of FP5 where the aim is to reach Technology Readiness Level (TRL) 8 and have the actual system completed.

This report will cover the following topics: demonstrator definition and start of development, prioritization of use cases and mitigation of regulatory barriers for harmonized procedures.[Download not found]

Overall objective of WP 27 is to identify, coordinate and describe dynamic dispatching requirements and constraints that are specific to last-mile operations in terminals/yards, such as terminal operations, optimized loading and unloading in relation to real-time traffic restrictions and resource availability and constraints, order data management and transfer, dynamic slot management, dynamic task management, digital check-ins of containers/goods, etc. in an harmonised way in order to reduce knowledge barriers for operators and freight forwarders to access any terminal and to share status information in real-time to relevant stakeholders, implement real-time monitoring requirements. The description needs to be coordinated by the joint parties and with strong demand management from the multimodal industry, involving a substantial part of market stakeholders in multimodal freight and in strong alignment with all relevant technical enablers.

This description than formulates the basis of the envisaged implementation of real-time interfaces and the demonstration of their advantages.

14 Partners and affiliate entities have joined their forces with almost 130 Person months of effort, to jointly develop 5 use cases across Europe. All use cases aim to show what a positive effect dynamic information exchange can have in Terminals and Yards. Developments are ongoing for the mock-ups and demonstrators that will reach TRL 4-8.

The 5 use cases are not integrated in one single TOS but rather show the various best practices and shall demonstrate benefits. The interaction in between the different use cases to even further increase benefits are envisaged to be elaborated with in the second wave.

Especially the continuous customer and stakeholder engagement is encouraging us, indicating that we are on the right track.

But the use cases have also the objective to highlight current boundaries, that could not yet be tackled. Most of these boundaries are less technical issues rather than data availability and especially commercial constraints.

The present document constitutes the basic functional and technical specifications regarding CMS as relevant input for Flagship Project FP3 – IAM4RAIL. The term Condition monitoring systems (CMS) here refers to wayside monitoring systems and in particular the Intelligent Video Gate (IVG) concept developed within the Shift2Rail programme and the projects FR8HUB and FR8RAIL III. The concept is now further developed in a concept called “Standardised European Checkpoints” within Flagship Project FP5 – TRANS4M-R. As these checkpoints will also be developed within FP3 WP7, the main purpose of this deliverable is to provide FP3 basic functional and technical specifications developed previously for the concept within Shift2Rail as well as the vision for the further development of the concept within FP5. Moreover, as CMS also includes other wayside monitoring systems (WMS) than the IVG concept, previous work within Shift2Rail regarding these technologies will also be addressed in this deliverable.

The IVG concept was first described and showcased on a model train within Shift2Rail and the project FR8HUB and the full scale demonstrated within FR8RAIL III, including installation of gate in Gothenburg, Sweden for terminal purposes, while for yard purposes the gate in Nurnberg yard in Germany was used. The work will now continue within FP5 with extending the concept with further functionalities for terminals, yards and borders and to further European countries, both on a local/national and a European level.

Challenges experienced during the Shift2Rail projects regard first of all installation challenges; one should consider all the required steps i.e. finding a suitable location, contracting sub provider, obtaining all permissions for installation, purchasing components, transportation of equipment, construction, fine tuning while estimating costs and effort for each step. As for the technical challenges and the image processing, hit rates over 95% for character recognition (codes) are required i.e. ability to recognize more code types e.g. domestic ILU codes differs and are hard to recognize, as well as improved damage detection abilities. Regarding the technical challenges with data exchange, it is particularly worth considering that handling information of dangerous goods is strictly regulated.

Regarding Wayside monitoring systems based on other detection technologies, the industry is already providing sensors to monitor a large number of freight wagon conditions. However, there are still areas of freight wagons that are difficult or impossible to monitor with stationary or on-board sensors. However, it will not be possible to deploy a comprehensive condition detection solution at one time but step by step. The gradual integration of domestic and international data will also present economic, technical and legal challenges.

The aim of Deliverable D25.2 is to identify the challenges, issues, and requirements related to cross-border freight train planning and operation processes. The objective is to support the planned developments in the Flagship Projects FP1 and FP5 by defining the high-level target state and initiatives for cross-border freight train planning and operation. The methodology included gathering of input from operator experts, supported by real-life and hypothetical use cases.

In addition, the deliverable also highlights relevant projects both for FP1 and FP5 regarding cross-border planning and operations. These are Plasa I & II, Yard Coordination System, KV4.0, InGa-Z, FENIX, SIMPLE, Easy Rail Freight, Optiyard, FR8RAIL, R-CDM II and II as well as FR8HUB. For those projects, the knowledge transfer between the flagship projects will take place in the form of joint and dedicated sessions, involving the relevant experts from both FPs.

The major findings from the operator’s perspective reveal numerous challenges in cross-border train operations, including differences in path handling and cancellation between countries, diverse systems for border processes, limited transition times at border crossings, lack of a neutral IT platform for path availability, and insufficient information exchange between RUs and IMs. Language barriers, regulatory differences, and coordination challenges among multiple parties further complicate this process.

Recommendations include the need for a centralized platform or direct connected national systems for path creation and management, standardized systems and regulations across IMs, improved communication and coordination between RUs and IMs, investment in infrastructure and capacity enhancements at border stations, implementation of a monitoring system for train arrival and departure times, and harmonized planning and short-term operational processes.

The Deliverable also outlines requirements for planning and operating international train paths, such as seamless data flow, establishment of a European railway information database, harmonized processes for resource management, resource sharing among stakeholders, harmonized rules and data structures for IMs, and improved train monitoring systems.

While the findings provide valuable insights, this deliverable is limited by excluding political issues and the need for further transformation of high-level requirements into specific development needs.

In conclusion, addressing the identified challenges and implementing the recommended solutions through dedicated developments in the scope of FP1 and FP5 will contribute towards the fulfillment of the technical enablers and allow for more efficient and coordinated cross-border train planning and operation processes. This will enhance transparency, reliability, and resource utilization, ultimately improving the overall performance of international rail transportation operations.

The Seamless Freight cluster is part of the TRANS4M-R project and the Europe’s Rail initiative. It aims to deliver an essential contribution towards the modernization, digitalization and harmonization of multimodal rail freight. By addressing various technical enablers identified in the MAWP, Seamless Freight bridges the gaps between actors, countries, systems, processes and transport modes.

Against this background, this Deliverable is the main output of the specification phase and includes the relevant requirements, both functional and non-functional, the main use-cases and use-case environments as well as a description of relevant systems, data types, processes and challenges. These specifications build on the basic requirements identified in the scope of the Deliverables D25.2 and D25.3. The contents of this deliverable are the result of an extensive and iterative process, involving relevant stakeholder groups (IMs, RUs, TOs, YOs, CTOs and shippers) that are all part of the TRANS4M-R team. The specifications are structured according to the different work packages, in which the solutions, that are necessary to fulfil the objectives of Seamless Freight, will be developed.

True seamless planning must result in perfectly consistent planning and allowing for smooth transition and continuity for all actors involved along the entire transport chain as well as all assets required for operating the railway system. Seamless planning therefore encompasses all planning horizons (e.g. long- and short-term as well as real-time), all planning environments (e.g. yards, terminals and all connecting infrastructure) and involves a variety of complex planning systems and processes. All these aspects feed the derivation of requirements for planning systems and their interfaces, with additional consideration of the interconnection to dispatching and keeping the information on line and network capacity updated for all actors, in order to achieve true seamless planning.

Dynamic Dispatching has focussed on the constraints of today, that hinder optimized processes due to lack of real-time information. An intensive exchange with end customers and stakeholders has led to several use cases which shall at an international level prove that harmonization and the dynamic adaption of tasks due to real-time information will lead to higher efficiency and maximizing the use of existing infrastructure. Intermodal Prediction Systems, forecasting both the ETA and the ETD for pre-defined milestones by using advanced machine-learning models, enhance the transparency and reliability of rail freight. The systems use various TAF TSI and EDIGES message types as basis input. Its quality is evaluated using pre-defined TAF TSI KPIs. Main applications for the prediction values are the optimisation of terminal and yard processes as well as the assignment and planning of rolling stock utilization (Asset Warehouse).

The concept of Standardised European Railway Checkpoints is a further development of the previous work carried out in Shift2Rail and the concept of “Intelligent Video Gates” (IVG). The main objective was thus a further development of the previous work. Moreover, in FP3 Checkpoints are also developed but at main lines for both freight and passenger trains. Hence, one main aim was to give a clear and through background description, including existing similar systems that the IMs in T25.4 currently possess. Process descriptions were carried out for three types of operational stops for freight trains; intermodal terminals, marshalling yards and borders. Opportunities for improving these processes though the use of Checkpoints as well as a vast set of use cases were identified. Functional and non-requirements were developed. Based on the process analysis and the defined requirements, technical specifications were outlined for detection technologies and for data sharing. Albeit technical standardisation has been addressed, further work is needed to be carried jointly between the System Pillar sub-project Harmonized European Railway Diagnostics (Herd), FP5 T25.4/WP29 and FP3 WP7. Thus, the specifications outlined in this report will be the basis for a standardised development and installation of Checkpoints within WP29.

Multimodal Integration has focussed on the constraints of today, that hinders simple bookings of freight on rail. Three primary reasons have been identified that will be tackled by use cases. The time-consuming process of finding existing freight train services, the complexity to book services if more than one primary supplying company is involved and the difficulty to establish new services where today’s offering is not yet matching the market demand. All shall demonstrate that harmonized and standardized process and data exchange will lead to higher usage of existing infrastructure due to lowering entry barriers.

All this requires a high degree of collaboration between the involved actors both within and often across national borders. Today, there is a call for better synchronisation within and between transport practices. Big hopes are being placed on digitalisation as an enabler and means for integrated and sustainable performance along the multi-modal supply chain. The primary objective for enabling data exchange is to provide a framework that allows a seamless and harmonised exchange of data. This framework aims to facilitate an increased data availability and quality by reducing technical and administrative barriers for the generation and exchange of data in the project. This framework will be built on existing developments rather than introducing new elements.