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Enhancing railway signalling systems thanks to applying satellite positioning; developing an on-board safe Train Integrity; applying formal methods approach and standardised interfaces, and enhancing Traffic Management System (TMS) functions - S2R-CFM-IP2
Deadline: Mar 30, 2017  

 Aerospace Technology
 IT Applications
 Innovation & Research
 Urban transport
 Horizon Europe
 Digital Society

Specific challenge:

ERTMS/ETCS is evolving and is requiring incorporating new technologies and functionalities with the aim of improving the capability of tackling new markets and new railway segments. Satellite and moving block applications are one of the key aspects of ERTMS/ETCS evolution. The challenge is to contribute, as defined in the S2R Master Plan, with technological advancement, to the rapid and broad deployment of new technologies and systems for railway signalling, control systems and supervision, by offering improved functionalities and standardized interfaces, based on common operational concepts, facilitating the migration from legacy systems, decreasing overall costs, adapting applications to the needs of the different railway segments. 

A full system approach within the Shift2Rail programme will require, from the very beginning, synchronizing the development of required technological solutions, e.g. Fail-Safe Train Positioning (through satellite technology), On-board Train Integrity, Traffic Management Evolution, Formal Methodology and standardisation progress in method and content for application in railway. 

In order to preserve both the short-term stabilisation of the specifications, and the long-term evolution of ERTMS, a key objective is to maintain backward compatibility of ERMTS technologies. With this respect the role of the European Union Agency for Railways (EUAR), will be instrumental, acting as the system authority for ERTMS. S2R will oversight, together with EUAR substantial contribution, over the IP2 system roadmap related to ERTMS. 

Scope: In order to address the challenges described above, the proposals should address all the following four complementary work streams, in line with the S2R MAAP: 

1. Regarding Fail-Safe Train Positioning (including satellite technology), the proposed R&I activities should include Phase 1, 2 and partially 3 of the TD2.4 planning as described in the S2R MAAP. 


Specifically the work stream has the aim to: 

 Acquire information and analyse the state-of-the-art of the GNSS technologies (coming from results of the test campaign and the review of the statistical characterisation of the GNSS SIS done in the context of STARS project, or coming from H2020 ITS related call) of possible supporting technologies based on kinematic multisensory platforms and radio localisation. In addition, the performances achievable with such technologies should be quantified. Finally, the SRS (which includes functional and non-functional requirements), and the System Architecture documents of the new Fail-Safe Train Positioning subsystem will be defined and delivered. 

 Identify different possible GNSS solutions32 and their application in railway environment, develop proof of the concepts and identify preliminary new processes to be used for performing the verification, validation and certification of new ERTMS systems based on the new Fail-Safe Train Positioning. 

 Test and verify behaviour of the developed components of the new Fail-Safe Train Positioning performed by means of laboratory tests using the GNSS based localisation devices and the simulators. Different verification methods will be used such as modelling, early horizontal and/or vertical prototypes. The validation of components will lead to the preparation of the development of prototypes as described in the S2R MAAP. 


32 Considering multi constellation and multi frequency approaches 



 Provide a business model for GNSS application in Railway which takes into account the outcomes and results from other relevant projects and the specific requirements of the different Railway Market Segments. 

2. As far as On-Board Train Integrity is concerned (TD2.5), the proposed R&I activities should include: 

 Studying, through market investigation and Cost Benefit Analysis, the existing Train Integrity technologies & related products, analysing their technical suitability for the detection of the train interruption and the train completeness monitoring. The study should investigate different technologies and devices (e.g. wireless sensors, transponders, radio, GNSS solution) analysing safety and security aspects in the defined target scenarios and associated product classes (with particular focus on freight&low traffic lines and taking into account the developments done in the IP5 for new freight wagons). 

 Defining the requirements and functional specifications of the On-Board Train Integrity taking into account the different train characteristics and dependencies due to the specific Railway Segments and application. Furthermore, the architectures and related test scenarios, the test cases and the procedures should be specified (with particular focus on freight & low traffic lines and regional lines). 

 Identification and development of the candidate new technologies to be adopted for On-Board Train Integrity. Mock-ups and performance tests in laboratory are to be foreseen. 

 Adaptation of the existing solutions in order to fulfil the OTI requirements. The activities should include tests in laboratory and the preliminary safety assessments. 

 Analyse the OTI solutions in order to harmonize them with interoperability. 

3. Regarding Formal methods and standardisation for smart signalling systems (TD2.7), the activities, should include: 

 Analysis of the state of the art, search and take up of results from previous projects like Cesar, NeGST, Eurointerlocking, INESS, EULYNX. 

 Identification of the most suitable methodology, language and tool to apply in the railway environment. 

 Application of the methodical approaches of the selected formal methods for specification, design, verification and validation in the railway environment. 

 For the defined architecture to develop a set of specifications, on FIS and FFFIS level, on selected interfaces which refer to the main signalling subsystems (e.g.: Interlocking, RBC (Radio Block Centre), TMS (Traffic Management System), On Board Subsystems (EVC/ATO). 

 Produce the test specifications and identify the interfaces to be tested. 

4. Traffic Management Evolution (TD2.9) activities are innovative for the integration of status information of different assets categories (e.g. Wayside objects, Energy Infrastructure, Fleet and Staff, weather conditions….) in Rail business service processes (e.g. TMS, Asset Management, Energy management….), enhancement and automation of processes resulting in an increase of performance of rail operations and reduction of cost through standardization. Therefore the activities are expected to include: 

 Integration Layer providing standardized Data Structure, Data Management and interfaces able to integrate real-time status and performance data from the network from the train and external sources (e.g. signalling, passenger information, fleet management, staff management and weather monitoring systems) 

 Building on IN2Rail project deliverables, the activities should enhance specifications, and architecture of the Integration Layer. 

 Furthermore, the work should include the definition of middleware and detailed data structure for Integration Layer. 

 Finally the proposals should start the development and testing of prototypes of the constituents of an Integration Layer and necessary interfaces. 

 Application Framework 

 Building on IN2Rail project deliverables, the activities should enhance specification of functional requirements, and architecture for the Application Layer. 

 Furthermore, the work should start the development and testing of the constituents of an Application Framework. 

 Advanced Traffic Management Principles 

 Research and development of specification of system requirements for new Train/Traffic Control Management functions integrating energy and trackside asset status and automated Push-Notification Management between Business Services. 

 Specification of advanced Business Rule Management, Conflict Detection and Resolution, USE-Cases to demonstrate new functionalities, Optimizer-Principles including Maintenance and Energy. 

 The proposals should also start the development and testing of prototypes for new Train Control Management System. 

 TMS Business Service Applications 

 The proposals should cover specifications and development of prototypes for Business Applications for Traffic Management. 

 Standardized Operators Workstation 

 Building on IN2Rail project deliverables, the activities should enhance the specification of Operators Workstation. 

 The proposals should also include the development and testing of prototype of a Standardized Operator Workstation incl. General Display Rules, Alarm-Management for new functionalities, disabled staff. 

 Develop Workload Analysis for Operators. 

 Functionalities and Interfaces for Dynamic Demand and Information Management to and from external clients 

 Building on IN2Rail project deliverables, the activities should enhance the specification of dynamic demand and information management. 

 The proposals should also start the development and testing of prototype of WEB IF. 

 The work should include the development of a specification of a Data-Silo and an interface to integrate Freight Operation Services 


Most of the activities of this work area will need to interfaces with ATO, RBC and Interlocking, while defining harmonized processes in collaboration with EUAR. 

The implementation of this action requires close collaboration with IN2Rail project (‘lighthouse’ project resulting from H2020 call MG2.1-2014)33. 

33 However, as the EC Work Programme 2014-2015 does not contain sufficiently detailed requirements, the provisions on complementary grants in the S2R MGA are not mandatory for the beneficiaries of In2Rail project , who may accept them on a voluntary basis, subject to their explicit agreement. 

The action that is expected to be funded under this topic will be complementary to the actions that are expected to be funded under the following topics: 

 S2R-OC-IP2-01-2017: Operational conditions of the signalling and automation systems; signalling system hazard analysis and GNSS SIS characterization along with Formal Method application in Railway field. 


 S2R-OC-IP2-02-2017: Energy harvesting methodologies for trackside object controllers and on-board devices for Train Integrity. Characterization of a suitable language for formal methods application in the railway field. 

 S2R-CFM-IP5-01-2017: Real-time information applications and energy efficient solutions for rail freight. 


The action stemming from this topic will also be complementary to actions carried out within the following topics: 

 S2R-CFM-IP2-01-2015 – Start-up activities for Advanced Signalling and Automation System. 

 S2R-CFM-IP3-02-2016: Intelligent maintenance systems and strategies. 

 S2R-CFM-IP5-02-2015: Start-up activities for Freight Automation. 


As specified in section 2.3.1 of S2R AWP for 2017, in order to facilitate the contribution to the achievement of S2R objectives, the options regarding 'complementary grants' of the S2R Model Grant Agreement and the provisions therein, including with regard to additional access rights to background and results for the purposes of the complementary grant(s), will be enabled in the corresponding S2R Grant Agreements. 

The S2R JU will only fund one proposal under this topic. 

The activities are expected to reach TRL5. 

Expected impacts: The completion of the S2R R&I Programme is foreseen by 2024. The activities included in the scope of this call topic address the first stage of IP2, which is planned in the MAAP in four different streams, regarding Advanced Traffic Management & Control Systems. In line with the S2R MAAP, a significant impact is expected from the technologies developed in this research and innovation action: 

 The new technology based on GNSS and fail-safe train positioning system should allow increasing opportunities of application of ERTMS to new railway segments e.g. to low traffic regional and freight lines that are placed in rural areas, where the reduction of installation (CAPEX) and maintenance costs (OPEX) is one of the most significant key aspects. 

 Moving Block is expected to bring a significant reduction of CAPEX and OPEX needs the On Board Train Integrity to perform basic train separation functions. 

 Formal Method application in railway sector is envisaged to support competitiveness of the EU industry in compliance with the EU strategic objectives. 

 Traffic Management System evolution is expected to improve reliability of train operations in terms of punctuality and availability of wayside assets. 

 Standardisation of the frameworks, data structures and interfaces within the Integration Framework and Application Layer will deliver a reduction of the investment for new integrated installations 

 An additional benefit will arise by deploying the specified structures within this project to other services management facilities e.g. Maintenance Services, Energy Management (cooperation with IP3), Passenger Information (cooperation with IP4) and Freight Management (cooperation with IP5). 


Specific metrics and methods to measure and achieve impacts should be included in the proposals, with the objective to achieve by the end of the S2R Programme the quantitative and qualitative targets defined in the S2R MAAP related to TD2.4, TD2.5, TD2.7 and TD2.9 in line with the relative Planning and Budget. 


Type of action: Research and Innovation Actions. 

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