Deliverable D24.1 documents the work carried out within WP24 – Preparation of demonstration and standardisation for seamless freight – which provides the foundation for the coordinated execution of the Seamless Freight demonstrations in WP33 (Showcase Seamless Corridor) and WP34 (Showcase Seamless Multimodal). In line with the objectives of FP5-TRANS4M-R, WP24 ensures that the technical enablers developed across the Seamless cluster can be validated in an integrated and interoperable operational context. 

The objective of WP24 is to bridge the gap between technical development and operational demonstration. While Work Packages WP26–WP32 focus on individual functionalities—such as planning, dispatching, monitoring, multimodal integration and data exchange—WP24 provides the structure and alignment required to integrate these elements into coherent demonstration scenarios. 

WP24 is organised around three core tasks. Task 24.1 ensures coordinated demonstration setup and alignment through the Demonstration Execution Plan. Task 24.2 addresses data management, including data preparation, harmonisation and alignment with common data models and data space concepts. Task 24.3 focuses on standardisation, identifying impacts on existing frameworks and ensuring coordination with ERA, the System Pillar and sector stakeholders. 

A uniform analytical structure is applied across all demonstration groups, covering scope, setup, data needs, standardisation aspects and dependencies. This ensures consistency and traceability across the Seamless demonstration landscape. The demonstration groups represent integrated scenarios reflecting real operational processes across rail freight corridors and multimodal chains. By bundling individual use cases, WP24 enables the validation of system interactions and cross-domain dependencies, rather than isolated functionalities. 

Overall, D24.1 provides the structured foundation required to execute the Seamless demonstrations in a consistent and standards-aligned manner, supporting the validation of FP5-TRANS4M-R solutions under realistic conditions and contributing to future interoperability and standardisation in European rail freight. 

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. 

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 deliverable presents the results of the first interoperability laboratory tests up to Functional Level 5 (FL5) carried out jointly by the four DAC supplier beneficiaries – Dellner, Knorr-Bremse, Voith, Wabtec – within FP5‑TRANS4M‑R. These tests represent the second interoperability campaign performed in laboratory conditions. The previous one was conducted with DAC Functional Level 4 (FL4) in WP 6 within the project and reported in Deliverable D6.2.  Earlier individual component qualification activities for DAC FL5 were documented in D7.1. 

The primary objective of the test campaign was to verify interoperability and functional readiness of DAC Level 5 solutions, including mechanical, pneumatic, electrical, and digital interfaces. Each supplier provided a functional FL5-ready coupler equipped with a simulation box for automated uncoupling, enabling comparable and repeatable testing across all cross‑supplier configurations. 

The tests followed the procedures defined in Deliverable D5.3 and relevant European standards (e.g., EN 16019, EN 60512). Test categories included: 

• Mechanical coupling and decoupling performance 

• Gathering range verification under defined deflection conditions 

• Pneumatic leakage and functional checks 

• Electrical and digital communication tests using the Voith E‑Coupler 

• Actuator performance, including automated uncoupling under braked and unbraked conditions 

The testing confirmed that all four DAC solutions demonstrate FL5 readiness under laboratory conditions, meeting the requirements needed to progress toward train integration and field testing in WP14. The successful outcomes also demonstrate significant progress in the harmonization of mechanical and functional interfaces, achieved through close coordination and standardization efforts within the DAC Core Group. 

The validated test results support Quality Gate 1 (Component Qualification) and provide the basis for upcoming interoperability tests in operational environments, which will be reported in Deliverable D7.3. 

This document represents “Deliverable 5.4 Technical Specification of Wagon Power System and Communication System” of the ERJU flagship project FP5-TRANS4M-R. This document reports results of task 5.5 “Technical Specification and Validation/Test Plan of the DAC Power and Data Communication solution”.

The aim of this document is to provide the requirements specification defining the interoperable system interfaces and their basic functions for the Power and Communication System on wagon side as well as on traction unit side. A basis were the recommendations and results from EDDP, which have been refined and adapted. The requirements are also based on the reference system architecture from task 3.2 and task 3.3. Additional input requirements from industry-wide stakeholders – such as TIS – were also incorporated into this requirement specification.

The requirements were developed in many technical workshops with experts. The inputs have been considered, the technical concepts were evaluated, and the result defined as requirements.

The focus of this document is the subsystem requirements. These describe what is required for the interoperable system interface and further define the basic functions of the Power System and the Communication System required to operate the Full Digital Freight Train in Europe. The chapter “Systems of interest and input requirements” explains the conditions and constraints under which the requirements to be interpreted. The chapter “Technical subsystem specification” defines the requirements applicable to Power System and Communication System.

Rail freight transport faces a number of challenges, such as a lack of network capacity and productivity. Rail transport must use new digital technologies to meet the needs of customers. The Flagship Project FP5 – TRANS4M-R was launched to cope with these challenges. TRANS4M-R, a consortium project of the Europe’s Rail Joint Undertaking EU-Rail JU) and funded within Flagship Area 5 of the Innovation Pillar, for a period from 2022 to 2026, will develop, validate, and demonstrate TRANS4M-R technical enablers (TE). 

This document constitutes Deliverable 1.5 “First KPI Report” of FP5 TRANS4M-R and provides an estimation of how the technical enablers of the project will impact the Key Performance Indicators (KPI), given in the Multi Annual Work Programme and further detailed out in the Grant Agreement of FP5 TRANS4M-R. To this aim, the relevant KPIs are first described in this deliverable for the project. Second, the methodology to map the KPIs to the different technical enablers is described. In the main part of this document, reference values are summarized which provide the basis for comparison for future improvements. These numbers consider the railway system of the years 2024 as baseline. It is important to concretely specify the measuring process of these reference values since future improvements can only be compared based on the same process.  

Based on these considerations, future improvements given as the impact of the technical enablers on improved KPIs are estimated. The presented KPI estimations reflect the target state of full digitization. The results shown in this deliverable give a first indication on which effects could be expected in the future. The presented values will be monitored continuously and validated in lab and field tests. For a harmonized approach, a strong collaboration with the work packages (WPs) on cost-benefit-analyses (WP19) and test planning and execution (WP13-WP18, WP20, WP21, WP24, WP33 and WP34) is crucial. A way of collaboration was set-up during the process of writing this deliverable.  

In the target process, a significant improvement compared to the baseline will be enabled by the technical enablers developed in FP5 TRANS4M-R. The estimated benefits presented in this document focus on non-disruptive processes. However, the technical enablers probably also will increase robustness of the processes at hand further improving the KPI on average. An assessment of the impact of an increased robustness on the KPI will only be possible in commercial use with a broad data base to reach a statistically valid assessment. 

The running safety of freight wagons under longitudinal compressive forces must be assessed to mitigate the risk of derailment. A key value for the assessment is the endurable longitudinal compressive force (eLCF). This is a property of the wagon and its coupler system. The current European rules for the assessment of eLCF are not directly applicable to wagons with DAC.

There has been intensive research in Europe in the past decades. Centre buffer couplers with certain design features enable much higher eLCF than wagons with side buffers. A so-called stabilising joint plays a major role. Wagons with higher eLCF are favourable for railway undertakings to have as they allow for longer and heavier trains in more effective brake positions.

The recommended assessment methodology for the DAC is based on various proven procedures of the past combined with the possibilities of modern multi body simulations. Central component are virtual tests to determine the eLCF of a wagon and coupler combination. These simulations must be validated with real life tests. Automated simulations allow for a large number of virtual tests. All results will be stored in databases and serve as basis for generalised rules. These are assignments of (minimum) eLCF to clusters of wagon parameters. This procedure is very similar to European rules for the assessment of wagons with side buffers.

The simulations of tests to evaluate the eLCF show a good match with real-life tests. Both simulations and real-life tests show higher eLCF for wagons with DAC as for the same wagons with side buffers. There is currently no indication that wagons with DAC have lower eLCF if the DAC has a stabilising joint.

Methods for verification and validation of the virtual derailment tests have been introduced and applied. At the present time, a final validation of the approach is not possible as there have not been any real-life tests with DACs that fully comply with the TRANS4M-R specifications. Therefore, it is currently not possible to  derive the final “running safety assessment tool” as simple, practical guidelines, e.g. a set of rules, look- up-tables or diagrams. However, the recommended methodology can be applied to fully specified DAC and the respective test results as soon as they are available.

The proposed methodology is not proprietary. It can be implemented by any stakeholder who has the necessary capacities and expertise. We suggest a coordinated application of the methodology within the sector to ensure that all outcomes of simulations cumulate in simple, practical guidelines (“the tool”) that can then be used by the entire sector.

This deliverable describes the work carried out under Task 14.3, “DAC Functional Train Laboratory Tests,” and summarizes the DAC-related vehicle-level tests conducted within a closed test environment (Train Test Lab). This document serves as a structured guide and refers to the detailed test reports in the appendix for  each of the test campaigns that have been carried out. Chapter 10 provides an overview of the 17 attached documents.

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.

D5.3 shall define tests for wagon- and hybrid couplers needed to achieve TRL8 of the described products. The content and structure of tests is made to validate compliance to requirements in D5.2. The methodology involves 3 different types of tests:

• Type tests shall be used to validate if the products are meeting the overall strength requirements.
• Functional tests on test bench level shall validate general functionality of the products and first level of interoperability.
• Train lab test shall be performed to confirm functionality, interoperability and safety on train/wagon level.

Specific tests demanded in relation to train functions and power and data functionality are part of documents D 5.1 and D 5.4.

The reliability aspect can only be tested on a test bench level and thus showing the fatigue behavior of the products. A full range of product related experience and reliability as well as some maintenance aspects can only be gathered in specific field tests and is not a target of this document.

Operation of demo trains shall be used to collect field data in regards of reliability. A list of reliability assessment criteria shall be prepared before testing. A theoretical assessment based to requirements shall lead to adaptions if feasible.

Test facilities, capabilities and or available rolling test might not be available to perform all specified test. In case an expert team shall define how the required performance can be tested according to an equal level to achieve full TRL target.

Based on the need of specific and detailed test specifications acceptance criteria (i.e. number of repeat cycles, …) are clearly defined in these documents.

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.