The present document represents the Deliverable D4.1 with the title “Requirement Specification for Wayside Assets Report”.
This primary objective of this Deliverable is to outline a set of requirements that reflect the operational and functional behaviour of three specific Wayside Assets when deployed at Regional Lines: Level Crossings, Switches and Obstacle Detection Systems. In addition to specifying these requirements, the document also includes various analysis and developments related to the Wayside Assets.
Before developing the requirements, a series of reference Use Cases were defined to:
• provide a foundation for the development and derivation of the requested requirements,
• serve as a reference for activities planned later in the project in context of demonstrator development (in further WP9).
Additionally, this deliverable encompasses sections that provide context and background of the work. These sections describe the methodology used to derive the requirements from the Use Cases and detail how the requirements are managed. The document also discusses the social-economic benefits targeted by the requirements specification, which are considered achievable through its successful implementation.

This deliverable will provide, as specified in the Grant Agreement:
• A comprehensive report on requirement specification for rolling stock with a particular focus on mechanical architecture, mechanical parts, TCMS, traction/propulsion, modular interior, and train control,
• Suggestions on legislative changes/TSI updates (LOC&PAS, CCS, OPE) including operational and functional needs,
• A first concept for a lightweight, emission free rolling stock with modular interior.

Group 2 Regional Lines (G2 Lines) are lines or network of lines that are not functionally/operationally connected with the mainline network (ER JU Multi Annual Work Programme and Article 1.3 (c) of the EU Interoperability Directive [8]). Group 2 regional rail is operated by passenger and/or freight services that do not enter mainline infrastructure.
G2 Lines approach is completely different from the one considered in Group 1 Regional lines (G2 Lines). While G1 lines are required to ensure interoperability within the European network, G2 lines being free from such requirement allow for a radical new approach which will be described in the document and can be summarized by the following key concepts:
1. Decouple the railway application from the telecommunication technologies.
2. Keep free the system architecture as much as possible avoiding constraining future developments.
3. Data sharing as the mean to ensure standardization and competition.
In this report, we will analyse how the above concepts match European initiatives on Satellite communications and Federated Data Spaces.
Moreover, G2 lines, apart few exceptions, are characterized by very low traffic and consequently can accommodate solutions based on not expensive technologies thanks to the less demanding operations.

The present document constitutes the Deliverable D2.3 “First release of KPI achievement” in the framework of the Task 2.3 of the WP2 of FP6 – FutuRe project.
This document has the following goals:
• to collect and sort the SEOs and KPIs relevant for the FutuRe project which are reported in several tables of the Grant Agreement and in the Multi Annual Work Plan (chapter 2)
• to define a methodology aiming to measure the achievement of the KPIs once the solutions developed within the project are implemented (chapter 3)
• to define a measurable criterion for each KPI (chapter 4)
• starting from the current state-of-the-art of the solutions under development, to provide a preliminary qualitative justification about the confidence that the solutions under development within the project are going to contribute to the achievement of the KPIs (chapter 5).
Since the main target is to define rules which allow the quantitative measure of the achievement of a KPI by the solutions intended to be developed within the project, the main challenge which has been taken up is the identification of:
• the link between FutuRe items/solutions and the relevant most significant KPIs
• the significant parameters linked to the FutuRe items/solutions and to the KPIs
• the current reference figure for those parameters; such parameters, and their reference figures, define a reference baseline scenario which reflects the current situation not implementing yet the solutions under development within the project
Typically, the measurable criterion is given as the comparison of the values of the parameters before and after the implementation of the innovative solutions.
Chapter 3 reports the description of the reference baseline scenario for both trackside and the vehicle.
Not all FutuRe items/solutions have been considered to provide a measurable contribution to the achievement of the KPIs: for items/solutions which have been excluded, a justification is provided in chapter 3.
This document does not provide the result of the application of the quantitative evaluation criteria to the items/solutions intended to be demonstrated within FutuRe; this is the main target of a second document (or version 2 of the current document) foreseen by Task 2.3 at the end of the project.

This second document will also offer the possibility to adjust/consolidate the value of some reference parameters which, in the current document, have been defined as “educated guess”. Also, the definition of new parameters will be possible provided the relevant quantitative figures are determined.
This document has been edited by RFI having the role of task leader. However, due to its transversal nature, it is the results of the contributions produced by all FutuRe task leaders and the involved experts.

Regional railways play a crucial role in Europe, not only by serving rural areas but also by acting as feeders
for passenger and freight traffic to the main network. These lines provide an essential, environmentally
friendly mode of transport. When combined with other public or private transportation options—such as
buses, micro-mobility services, on-demand services, cycling, walking, and driving—regional railways enable
passengers to reach remote stations and rural destinations effectively.
Ensuring the long-term viability of regional railways requires high service quality and customer satisfaction,
making rail an attractive and preferred mode of transport. Passengers rely daily on regional trains and
services for their transportation needs. To achieve and enhance customer satisfaction, reliability, and
efficiency, sophisticated information services are key. The societal importance of a smoothly running rail
service lies not only in its role as a critical infrastructure component in many European countries but also
in its contribution to sustainable living, trading, and travel.
Within FP6-FutuRe WP6, a highly accurate multimodal travel solution is developed. The goal is to deliver
transport service information for first and last mile services, while including passenger transportation and
partly combining it with freight transportation. The service information shall be supplied both on-board of
regional vehicles, e.g. via personal digital devices, and at regional rail stations. In rural areas with mostly
low density of rail services, travellers need to be able to proceed with their journey once they have reached
their final railway station.
To cater to this need, this deliverable D6.2 contains a specification of a technical solution to provide
passengers with real-time information on which mode or combination of modes is suitable to reach their
destinations. It is considered that there might be delays or other incidents that affect a transport services’
operating schedule and that some travellers may have specific mobility restrictions. Interfaces between rail
services and other mobility services, such as demand responsive transport, are helpful to adjust to different
scenarios and to operate as efficiently as possible. A possible solution is developed in collaboration of
several tasks within WP6 as well as in exchange with FP1-MOTIONAL.
The present document specifies the Final Release outline of our solution, covering the integration of
Demand Responsive Transport (DRT) in journey planning, and demand-related information for Persons with
Reduced Mobility (PRM). This document continues the initial specification of the Regional Rail Services
solution defined in D6.1, where user stories, use cases, and a high-level list of requirements were identified.
The current document builds on these use cases to derive a detailed list of requirements, sequence
diagrams, logical architecture, interfaces and standards, system components, and functionalities.
Moreover, these specifications are supported by an analytical framework, which defines the setup of an
on-demand service and includes a stakeholder analysis addressing the needs of PRM.
The specified functionalities will be developed and subsequently demonstrated in WP11, ensuring a
comprehensive and practical solution for multimodal travel for regional railways and their passengers.

*UNDER ERJU APPROVAL

Within the global aims of the FutuRe project to ensure the long-term viability of the regional railway by reducing the total cost of ownership (TCO), WP3 and its sub-tasks have the goal of performing some preparatory activities for demonstrators to be used to demonstrate the validity and the relevance of the existing or new interoperable standards and technical solutions on G1 lines and to ensure their long-term viability. The identification and description of the most relevant Use Cases applicable for such demonstrators, with particular focus on ETCS L2 ones, is the scope of Task 3.2. The following operational pillars have been adopted for selecting the relevant UCs: • Any simplification from the operational point of view is pursued, to get the lowest operational cost of the regional line; • Any operational scenario must be robust in comparison to the technical or operational degraded conditions; • Minimizing the manual contribution and activities by signallers (Control Room operators) and train drivers. The detailed analysis performed by the members of Task 3.2 subgroup led to the identification of N.100 potential Operational Scenarios; 94 out of 100 have been evaluated as relevant and described as a sequence of events according to a predefined template. Their positive contribution to the achievement of the final and main goals will be analysed in the next future, with the possible integration of additional Use Cases or sub Use Cases for clarifying, as needed, some critical operational aspects. This document, in its final release at M22, shall be the basis as well for the demonstration activities performed in T8.3 (Development of individual ETCS L3 demonstrators on G1 regional lines). In the same delivery, a cross check with relevant R2DATO Use Cases will be deployed.

With the support of EU’s key funding program Horizon Europe, the Europe’s Rail Joint Undertaking (EU-Rail) aims to deliver a high-capacity integrated European railway network by eliminating barriers to interoperability, providing solutions for full integration, and achieving faster uptake and deployment of innovation. Having an essential function by providing green transport services and connection with other transport systems, regional railways play a crucial role in the European network acting as feeder lines for both passenger and freight traffic. However, regional lines are gradually disappearing. Current economic, social, and environmental conditions negatively impact their survival throughout Europe to the extent of being abandoned. In response, EU-Rail FP6 Project (FutuRe) is born to revitalize them by exploiting leading-edge technologies which lead to a reduction in the Total Cost of Ownership (TCO), while meeting safety standards and improving reliability and availability of the regional railway system. The expected outcomes of FutuRe shall form the basis for a common European regional rail development management framework characterized by green, digital, safe, and cost-efficient solutions, which is linked to the technical objective of FutuRe Work Package 3 (WP3): • Regional rail CCS & operations for Group 1 (G1) regional lines G1 regional lines are lines or network of lines that are connected to the mainline railway system, forming together the Single European Railway Area (SERA) in accordance with the Directive 2012/34. They are characterized by a regular passenger service operated from/to mainline and/or demonstrated demand for rail freight services. Therefore, G1 lines must be fully compliant with the applicable EU legal framework establishing SERA, primarily with the Directive 2016/797/EU. In the context of CCS, FutuRe WP3 leads the assessment for the applicability of several solutions covering an integrated control and command system for G1 lines, which shall first be demonstrated in laboratory conditions in FutuRe Work Package 8 (WP8) targeting the Technology Readiness Level (TRL) 4/5: • Automatic Train Operation (ATO), up to GoA4 • ERTMS/ETCS level 2, considering both Fixed Virtual Blocks and Moving Block implementations. • Traffic Management System (TMS) • Absolute Safe Train Positioning (ASTP) • Train Integrity and Train Length FutuRe WP3 builds on specifications, guidelines, and other existing deliverables coming from: • CCS TSI 2023/1695 • FutuRe Work Package 2 (WP2) • Flagship Project 1 – Mobility management multimodal environment and digital enablers • Flagship Project 2 – Rail to Digital automated up to autonomous train operation • EU-Rail’s System Pillar • Shift2Rail (S2R) projects

*UNDER ERJU APPROVAL

The present document represents the deliverable D3.4 with the title “Use Cases and Scenarios for Absolute Safe Train Positioning Systems (ASTP) demos on G1 Regional Lines”. This deliverable aims to provide a set of Use Cases and Scenarios that reflect the operational behaviour of a Regional Line, in relation to some ASTP functions. The concept of a Use Case or Scenario is broadly defined in the industry, but in the context of this document it must be understood as a “sequence of steps or actions that defines the interaction between different actors (being those humans or technical systems) in a given situation”. Following that description, this document gathers a list of potential uses of an ASTP system in a Regional Line environment. The main actors involved in the Use Cases or Scenarios described here are the ETCS system (its trackside or on-board part), and the Digital register (Map Data). In the scope of this deliverable, ASTP is a system under consideration which is put into the regional lines context using the defined Use Cases and Scenarios. Once this deliverable is released, a selected subset of Use Cases and Scenarios shall be verified by demonstrators; this verification is the objective of the subsequent FP6 WP8 Task 8.5. This later step shall serve to demonstrate that the technology developed in other Flagship Projects (e.g., FP1, FP2) is applicable and fits the customer needs when it is applied to the Regional Lines, by using the demonstrators created in FP6.

*UNDER ERJU APPROVAL

The scope of this document, which reports the activities carried out in the FutuRe WP3 task 3.5 project, concerns the specification of the systems for determining train integrity and train length for applications with ETCS signalling systems.
On the regional lines affected by this activity, complete interoperability between main lines and regional lines is required. A train can circulate without interruptions between the different types of lines.
in this context there is a close collaboration with what R2DATO achieved in WP19 and WP20.
The operational and functional requirements reported in the document were identified within the working group, together with some significant use cases.
This set represents the right compromise to specialize, when needed, the train integrity and train length solution for applications on regional lines.
It should be remembered that when the regional train runs on the main lines the train integrity and train length functions must comply with the applicable rules.
To reduce costs, it is conceivable to integrate these functions within other existing systems as much as possible.
Depending on the type of train, these functions can be integrated into the EVC or within the TCMS.
Train integrity and train length become important when there are no longer ground systems that detect the presence of vehicles along the line. This event, which can cause serious safety consequences, can be caused by a train breaking up, therefore it is necessary to ensure that these events cannot occur.
The signalling system adopted is ETCS, not only for reasons of interoperability but also of performance and reliability. This system allows not only complete uniformity with the systems adopted on the main lines, but when used at level 3 (Hybrid or Moving block) the partial or complete removal of the Train Detection systems installed along the line.
Furthermore, the length of the train serves to determine for the following train where the point to be protected is located and which can never be reached. For these reasons, train integrity and train length systems cannot be left to manual operations or human evaluations which are subject to error.
The implementation of the demonstrator will be performed in WP8 taking what is present in this document as reference.
The reference regional trains are trains that often have a fixed composition, but it happens that these come together depending on the services they have to perform.
Therefore, in this context the concepts of joining and splitting between trains are exalted. Therefore, solutions for verifying the integrity of the train and determining its length must be designed to accommodate this type of scenario.
A preliminary comparison with what has been achieved in the System Pillar has been made, but subsequent interactions will certainly allow the solutions being carried out to be increasingly aligned.

Regional lines, like main lines, benefit from the introduction of ATO systems. The introduction of the ATO system can effectively reduce operating costs and can contribute to reduce overall infrastructure costs. The solutions explored in the present document are the introduction of ATO Grade of Automation 2 (GoA2) up to Grade of Automation 4 (GoA4) for regional applications. There are many similarities with what is applied on main lines. Since the same trains can circulate both on main lines and on G1 regional lines, interoperability must be guaranteed. The use of the ATO over ETCS signalling system is a must that has guided the integration of the solutions in the regional context. This report covers use cases for G1 regional lines that allow automation of train operation on low-traffic lines with moderate speeds. The ATO functionality developed is using ERTMS/ETCS as a platform. The report specifies several use cases and technical requirements that ATO must meet to improve performance and overall economic sustainability of regional lines. Subsequently, various grades of automation applicable were analysed. Grade of Automation is studied from GoA2, where a train driver is responsible for starting automatic operation and can intervene and manually drive the train in certain circumstances, to GoA3 which is driverless but with at least one train attendant on board. The on-board staff can handle doors, external and internal communication, facility issues and evacuating passengers if necessary. In GoA4, in which the train operates completely without on-board staff, start, stop, and operation of doors are performed completely without driver and train attendant. However, as a fallback system, the train can be operated by a remote operator (in conformity with GoA3). The use cases identified are particularly useful for regional lines. The present document constitutes the main outcome of FP6 WP3 Task 3.1 (Regional Rail CCS & Operations for G1 Lines Requirements & Specifications), which forms the basis for the demonstration campaigns to be performed by FP6 WP8 Task 8.1 (Development of individual demonstrator ATO GoA2 on G1 regional lines) and Task 8.2 (Development of individual demonstrator ATO GoA3/4 including perception and remote driving on G1 regional lines) during the second half of the project.

Regional railways play a significant role, not only in serving rural areas in Europe, but also acting as feeders for passenger and freight traffic for the main network. Regional railway lines have an essential function as an environmentally friendly mode of transport. In combination with other public transport services, such as bus, micro mobility services, on-demand services, as well as cycling, walking, and driving, regional rail enables passengers to reach remote stations and places in rural areas. To ensure the long-term viability of regional railways, among other factors, a high service quality and high customer satisfaction are required to make rail an attractive and preferred mode of transport. Regional rail services play an important role in achieving a high customer satisfaction. Every day, passengers rely on regional trains and other regional services for transportation. The key, not only to accomplish customer satisfaction, but to also increase service quality, reliability, and efficiency, is a sophisticated information service. The societal significance of a smoothly running rail service stems not only from railways being an important part of the infrastructure in many European countries, but also from the need to live, trade and travel more sustainably. Within FP6-FutuRe WP6, a highly accurate multimodal travel solution is developed. The goal is to deliver transport service information for first and last mile services, while including passenger transportation and partly combining it with freight transportation. The service information shall be supplied both on-board of regional vehicles, e.g. via personal digital devices, and at regional rail stations. In rural areas with mostly low density of rail services, travellers need to be able to proceed with their journey once they have reached their final railway station. To cater to this need, in this deliverable D6.1, a solution is specified that can inform passengers about which mode is suitable to reach the final destinations. It is considered that there might be delays or other incidents that affect a transport services’ operating schedule and that some travellers may have specific mobility restrictions. Interfaces between rail services and other mobility services, such as demand responsive transport, are helpful to adjust to different scenarios and to operate as efficiently as possible. A possible solution is developed in collaboration of several tasks within WP6 as well as in exchange with FP1-MOTIONAL. The present document explains the Alpha Release outline of our solution, as well as the scope of collaboration with Destination 1 (FP1 -MOTIONAL). The initial specification of the Regional Rail Services solution is defined through user stories and use cases, that specify the key elements of the solution as of M6 of the project. Based on the use cases, a list of requirements has been derived, describing the requirements of the planned solution on a high level. This document is describing the first set of specifications for the solution to be developed within FP6-FutuRe WP6/11. The Final Release Specifications (D6.2) will be based on this present deliverable and will describe the solution in a more detailed way, including technical descriptions of all system functionalities and components, an architecture description, UML diagrams, and a final list of use cases and list of functionalities to be developed and subsequently demonstrated in WP11.

Deliverable 6.3 reports on the requirements and design for the interface between Traffic Management Systems (TMS) and Passenger Information Systems (PIS) in WP6 of the EU-Rail FP6 FutuRe project. The interface will be demonstrated using a PIS developed in FP6 WP6 and a TMS developed in the FP1 MOTIONAL project. The aim of the interface is twofold: On the one hand the interface facilitates to provide demand forecast data for train services from a PIS to a TMS so that on TMS side short-term traffic control actions can be taken and long-term replanning decisions can be made; on the other hand, the interface enables the TMS to send information about timetable updates via the interface to the PIS so that travellers can be informed in real time about changes impacting their journeys. The TMS-PIS interface is specified based on four use cases. Three use cases are concerned with transferring demand forecast data for regional train services from a PIS to a TMS. The demand forecast data is calculated within FP6 WP6 by an analytics component of the PIS. The demand forecasts cover (1) the number of passengers between two stations within a defined time window, (2) the number of passengers on a train between subsequent stops, and (3) the number of passenger alighting/boarding at a given station of a train service. On TMS side, the forecast data are processed and used for supporting Traffic Controllers in case of short-term demand forecasts for the next hours and Timetable/Traffic Planners in case of long-term demand forecasts for the next days. A fourth use case describes timetable updates on TMS side, such as delayed departure times or platform changes, that are transferred to the PIS.