Transforming the European rail transport thanks to digital solutions and improving the sustainability of rail are two global challenges of FINE-2. This action aims at increasing the attractiveness, capacity, and reliability of rail transport by: 1) Enhancing rail traffic management (e.g. better use of existing assets thanks to digital solutions) 2) Reducing the operational costs of railways (e.g. reduction of energy consumption and use of virtual certification) 3) Reducing the annoyance and exposure to noise and vibration related to rail transport in Europe.
More precisely FINE-2 is related to the following main objectives:
WP01 - Project Management WP02 - Strategic view on energy efficiencyThe objective of this WP is to review and adopt the methodology for assessing the improved energy efficiency by S2R innovations carried out within the S2R TDs. The WP2 outputs will feed WP3 where the assessment is carried out. Amendments of the methodology are required for new and adopted TDs. Another objective is the suggestion of European standards for energy assessment considering new technologies.WP03 - Assessing energy improvement theoreticallyThe objective of this WP is assess the overall energy reduction on the S2R TDs. This WP is able to deliver theoretical quantified energy performances of addressed TDs. The existing tools of the S2R FINE-2 participants (see example list in ROLL2RAIL Deliverable 8.2) and those developed in collaboration via S2R open calls (notably the S2R open call “S2R-OC-CCA-02-2015 Energy usage, generation and saving approaches” – OPEUS) are used to quantify improvements on energy consumption. This WP includes: Collection of sub-level KPIs, translation of sub-level KPIs into the S2R energy KPI and evaluation and update of the S2R energy KPI.WP04 - Heating, Ventilation, Air Conditioning and optimization potentialsIn regional and suburban applications, the energy demand of rail vehicles is strongly depending on comfort energy demand, i.e. thermal energy demand for heating, ventilation and air conditioning (HVAC). Under very cold or very hot conditions the HVAC energy demand of light rail, suburban, and regional vehicles may even exceed the energy demand for traction. This is critical especially in the field of battery-powered vehicles, as with increasing energy demand for HVAC the range is strongly reduced. Thus, the focus of this WP is on evaluation and benchmarking of smart control and waste heat usage approaches to reduce worst case energy consumption of HVAC systems in battery electric multiple units (BEMU).
Based on operators’ feedbacks it is known that some energy saving measures are installed in a way, that they impair the thermal comfort or a proper regulation of thermal parameters. In future analysis outside of FINE-2 it will therefore be necessary, to develop tools and methodologies that allow the assessment and optimisation of all influences on the passenger’s comfort, the energy efficiency and the reliability in parallel. FINE-2 thus identifies promising energy saving measures for this analysis.
The main objectives are:
• To define the state-of-the-art of the HVAC technology, and to define additional sub-level KPIs as well as energy savings evaluation methods;
• To analyse the HVAC related energy saving potentials along a train journey derived from smart control and utilisation of waste heat / Electro-Dynamic (ED) braking energy in BEMU;
• To identify promising energy saving measures for future analysis concerning their impact on thermal comfort and/or the reliability of the HVAC units in operation.WP05 - Assessing energy improvement by measurement in specific demonstratorsThe objective of this WP is the evaluation of energy savings achieved on an urban scenario by real measurements and their assessment comparison against theoretically estimated values. Technologies such as the Hybrid SiC traction converter, developed as part of the PINTA 1 S2R project, and the DAS developed among other CAF project’s not included in Shift2Rail program will be analysed. The OPEUS Tool developed in the OPEUS project will be used as much as possible in the definition of the reference scenarios (speed profiles and energy consumption). This methodology will be also used to evaluate SiC Hybrid energy savings in future S2R 2020 Call For Members IP1 project. Additionally, in order to optimise the DAS calculations for urban scenarios, a methodology to define the running resistance of the vehicles while running through tunnels of different characteristics will be defined. Finally, an evaluation of the present auxiliary management strategy will be carried out in order to identify possible improvement areas.WP06 - Exterior noise tools validationThe objectives of this work package are:
• To validate methodologies and tools used to simulate the exterior noise radiated by equipment (wheel/rail contact not included) in terms of source strength, source directivity and integration effects due to installation in the train;
• To propose a process to for acceptance of industrial simulation tools to be used for exterior noise simulations;
• To obtain a methodology to assess the uncertainty of exterior noise simulations (pass-by including rolling noise and standstill cases).WP07 - Noise sources separationThe objectives of this work package are:
• To support the development of innovative techniques to separate and define the sound power level and directivity of the different types of acoustic sources during pass-by at constant speed of a train;
• To support both the simplification and the enhancement of methodologies for separation of the track versus the vehicle part of the rolling noise. Validation and data collection including several test scenarios is expected.WP08 - Ground VibrationA commonly accepted, practical and validated prediction tool for ground-vibration impact studies will be developed. Based on a combination of measurements and simulations, the frequency-based simulation tool will also allow the inclusion of a database of typical emission and transmission spectra for different train, track and ground parameters, and building types. Therefore the model can be used for both rough estimations and detailed analysis of the train-induced vibrations inside a building.
For the development of the prediction tool, the FINE-2 project will work in a close cooperation with another S2R project anticipated to start in 2020. In the FINE-2 project, model requirements will be specified, calculation models will be proposed, measurements will be performed, and the model will be validated. The S2R project anticipated to start in 2020will do the development of further models, the programming and the testing of the tool. The prediction tool will be used by vibration experts for the planning of the construction or the upgrading of railway lines. The project is mainly focused on a surface-track model but there should be the option to include also tunnels.WP09 - New TechnologiesWP 9 covers two different workstreams on supporting new and innovative approaches to improve:
a) The acoustic design for the interior of future rolling stock by using innovative design methods and new materials and;
b) Computational auralisation and visualisation (A&V) tools for railway noise demonstrations of existing and new design features integrated in a real environment.
The objectives shall be reached both in close cooperation with two complementary S2R OCs projects, one including New Materials (S2R-OC-CAA-01-2019) and the other A&V (S2R 2020 Call).
Within Task 9.1 the WP will fulfill more stringent targets on noise reduction combined with a major mass reduction in vehicle designs the objectives of this task are to support and develop together with the corresponding S2R OC project new noise control design principles using inherent new material properties for robust, quiet and comfortable railway vehicles. This solution shall match and exceed the development of passenger comfort and acoustic performance in other modes of transport such as cars, busses and aircraft also in the future.
Within Task 9.2 these A&V tools shall enable a clear communication for vehicle manufacturers, operators, passengers and, in particular, the affected public and political bodies. The A&V software tools provide inter alia a solid base for a demonstration and comprehensible communication about concrete noise mitigation measures in large-scale projects or design features for railway systems between operators and concerned residents and enables manufacturer and operator to select between components for different interior or exterior noise performance.WP10 - Technical assessment and monitoringThe purpose of this WP is to observe the development progress of S2R TDs relating to N&V, to communicate on reaching noise targets in accordance with vehicle scenarios defined in S2R FINE 1 Deliverable 5.3 and to assess the overall work done on noise in the S2R IPs on vehicle level.
Another objective of this WP is to demonstrate the noise impact on people adjacent to railways on the basis of traffic scenarios defined in S2R FINE 1 D6.1. As a result, a statement shall be made to what extent a large-scale application of the technologies developed in Shift2Rail could lead to a reduction of rail traffic noise emissions in Europe.WP11 - Integrated Mobility Management – InterfacesThis WP delivers the interface specifications for the communication between traffic management (IP2 TD2.9), freight operation services (IP5) and asset management operations (IP3) via the TMS Integration Layer. The works focus on:
• Specification of the interfaces between integration layer and TMS application services, asset management and freight related business services;
• Evaluation of a data structure for data management of future TMS integrating freight and asset related status information with specific data elements for rail infrastructure and rolling stock;
• Proposal of amendments of the Conceptual Data Model (CDM) when required;
• Monitor progress of the S2R OC project S2R-OC-IP2-02-2019 to secure alignment of the interface architecture;
• Monitor progress and outputs of interfacing and aligned projects, especially S2R-CFM-IPX-CCA-01-2019. Though some of this will be performed in WP1, the interface with WP11 will be significant and specific tasks may be given to the team;
• Proof of concept by development of software prototypes for freight services and commuter rail operations connected to TMS increasing the maturity of the interface specifications.WP12 - Integration of Business Services – Dangerous Goods ManagementWithin the activities related to the topic Integration of Business Services, this WP will define the specifications and develop a prototype concerning the management of dangerous goods. The prototype will leverage on the interfaces specifications carried on in the S2R OC project SR2-OC-IP2-02-2019, in FINE-2 WP1 and on the requirements specifications developed in the WP7 of the S2R IMPACT-2 project.
Scope of work will be the development of a complete TRL 3/4 prototype (composed of on board devices, a transmission system , an HMI (Human Machine Interface) at TMS level to present the data to the operator and to be used as decision support system. The goal of the work is to develop a complete prototype system aimed at demonstrating enhancements for the following high level objectives: 1) Increase the safety level of dangerous goods rail transport 2) Reduce maintenance costs 3) Increase wagon traceability.
The WP will also monitor progress and outputs of interfacing and aligned projects.WP13 - Integration of Business Services – Container ManagementThe overall objective is to enhance the Thales prototypes from the S2R project IMPACT-2 (WP7) to communicate through the Shift2Rail integration layer using the interfaces and data elements specified in FINE-2 WP11. The prototype describes the scenario for interaction between a Container Management System (CMS) and TMS with the goal to provide smooth and fast delivery of containers to ports. The TMS provides the CMS with up to date and accurate information on train status which enables the CMS to provide up to date and accurate information on container status at any time.
WP13 will build upon the output of IMPACT-2 WP7, where a prototype integrated TMS with a Container Management System using UIC 407.1 TAF/TAP, and a simple integration layer prototype bespoke for the project. Although the WP13 prototype will still connect via the same integration layer prototype, it will also open up this layer to facilitate connection to the S2R Open Call S2R-OC-IP2-O2-2019 prototype.
The WP will also monitor progress and outputs of interfacing and aligned projects.WP14 - Advanced Business Services SpecificationThe overall objective is to provide Use Case and interface specifications for what constitute Advanced Business Services (ABS) in the S2R arena, primarily for Traffic Management System (TMS) applications and addressing traffic prediction, real-time control of the operation, maintenance planning and operational decision support features. As a Cross-Cutting Activity (CCA), the intention is to scan the horizon outside of S2R IP2 and TMS Users to identify additional business intelligence and identify how these can be used to advance TMS operation by providing new or additional data for conflict resolution and passenger-centric decision making. ABS can be viewed as the result of the integration of several pieces of business intelligence to achieve a higher value than the individual services such as those within an IP silo) would separately achieve. Logically this would create an integration layer of integration layers.
The works will focus on the specification of useful interfaces between S2R IPs and External Data sources and useful Use Cases which combine the data to provide new or enhanced ABS applications. The work will also monitor progress of the S2R projects S2R-CFM-IPX/CCA-01-2019 and S2R-OC-IP2-02-2019 and propose amendments of the Conceptual Data Model (CDM) and interface architecture when required. An assessment will be made of what combinations are feasible and will provide value to Infrastructure Managers, TMS Operators and importantly other users such as drivers, passengers, field operations, station staff and external service providers. To assist with the creation of prototypes, Use Cases and HMIs will be drawn up and a description of an integrating data model (referred to as the integration layer) will be established.WP15 - Advanced Business Services Prototype DevelopmentThe overall objective is to demonstrate the operational value that can be derived through Advanced Business Services (ABS). This will be achieved through the development of prototypes, to TRL 6, that will connect a minimum of two separate Shift2Rail integration layers to derive business value.
Utilising the outputs of WP14, it is anticipated that workshops, hackathons, fast initial prototyping or similar will be held to quantify values and the feasibility of some Shift2Rail Business Service integrations prior to the selection and development of full prototypes.WP16 - Dissemination, Communication and Exploitation