Workstream 1: DAC Interface A derailment and propelling safety tests, crash tests, climate chamber tests and initial tests to prove interchangeability of DAC coupler head/shank and draft gear across DAC solutions.

The Flagship Project work should contribute to specifically provide:

• the execution of derailment tests, crash tests and climate chamber tests with DAC interface A
• test results for the DAC authorisation and standardisation activities within TSI and RID requirements and potentially also other requirements depending where the successive pre-deployment pilot tests will take place under authorisation from the related NSAs.

In relation to the above, the action to be funded under this topic is expected to provide:

Derailment and propelling safety (TRL 6):

• providing the necessary test results of tests on running safety (safety against derailment) and tolerable longitudinal compressive forces with the DAC interface A (derailment tests). By doing so, running safety of freight wagons equipped with DAC interface A can be proven and TSI requirements for authorisation fulfilled,
• validating the limit value of compressive forces for DAC interface A of each coupler supplier, based on a specified reference wagon composition as well as for interoperable usage,
• with running safety validation assessment tool for propelled tests managed under the requirements of international standards and norms,
• providing input to the EU-Rail System Pillar, in the Standardisation and TSI input plan (at least once in Q4 for each calendar year), and to the ERA as needed for the upcoming TSI revision package with regards to DAC.
• Testing requirements and assets to be considered:
  • locomotives to perform compressive forces (minimum of 500 kN)
  • three (3) different wagon types as test specimen
  • barrier wagons
  • twenty (20) DAC interface A and spare parts
  • measuring equipment

Crash tests considering (TRL 6/7):

• validated figures for DAC interface A couplers according to the crash test requirements based on the requirements of EN 15227 and RID,
• provision of input to the EU-Rail System Pillar, in the Standardisation and TSI input plan (at least once in Q4 for each calendar year), and to the ERA as needed for the upcoming TSI revision package with regards to DAC.
• Testing requirements and assets to be considered:
  • ten (10) DAC interface A units
  • measuring equipment

Climate Chamber Tests (TRL 6/7):

• providing validation of DAC interface A couplers in harsh environment, esp. ice and snow based on T1 standard (-25°C / +40°C) fulfilling the requirements for authorisation
• Testing requirements and assets to be considered:
  • three (3) different wagon types as test specimen
  • four (4) DAC interface A coupler per DAC supplier. Those units could be reused from the ones used on the measuring equipment.

Workstream 2: Mix and match tests – initial tests to prove interchangeability of DAC interface A coupler head/shank and draft gear across DAC suppliers.

The R&I work should provide the first results for interchangeable DAC interface A couplers for the handling, the transmission of forces and the behaviour for defined operational test cases.

Based on the test results, a comprehensive test specification should be defined for a fully developed mix and match test aiming for the interchangeability of interface A in DAC couplers.

The action to be funded under this topic is expected to:

• manage tests to ensure the interchangeability across all project-involved DAC suppliers,
• provide bench tests to measure the force transmission at different coupling angles and perform operational tests (TRL 7) on defined test cases from FP5-TRANS4M-R.
• Testing requirements and assets to be considered:
  • rail infrastructure: straight, curve and S-shape tracks
  • three (3) different wagon types
  • one locomotive
  • six (6) DAC interface A couplers per DAC supplier
  • measuring equipment

Workstream 3: Hybrid coupler for mainline and shunting locomotives, technical analysis and development of fitting solutions.

The Flagship Project stemming from this innovation action topic should first identify the most suitable locomotive types (mainline and shunter locomotives) for the technical integration of power supply and communication systems.

The action to be funded under this topic is expected to deliver:

• the evaluation and assessment of existing technical documentation of the locomotive types considered.
• the analysis of technical boundaries:
  • Technical solutions for full system integration of hybrid couplers/ power supply system.
• the evaluation and assessment of potential technical solution for the integration of power supply and communication systems within the locomotive types considered.
• a roadmap for technical integration within the planned timeframe to allow the preparation of test runs (TRL 7) (based on the FP5- TRANS4M-R test specifications for DAC hybrid coupler and which would be made available to the Project stemming out of this call by the time of its start), support of trials and document/assessment of the results.
• Testing requirements and assets to be considered:
  • minimum eight (8) hybrid couplers,
  • pre-deployments trains considering a mixture of mainline and shunting locomotives.

Workstream 4: Wagon Onboard Unit (WoBu).

The activities within this workstream should contribute to:

• The provision of wagon onboard unit prototypes for FP5-TRANS4M-R.

Different suppliers will have to be involved and to deliver the needed number of WoU. The wagon onboard unit prototypes can be provided by different companies if compliance to the requirements is reached. These units should be conceived according to the applicable Full Digital Freight Train requirements of FP5-TRANS4M-R, which would be made available to the Project stemming out of this call by the time of its start, and should already have demonstrated an adequate level of interoperability on the reference test system in a relevant environment. The project should perform demonstrations in operational environments (TRL 7). It must be foreseen that the number of WoUs provided and supporting the EDDP train functions would amount to minimum thirty (30) units. These units should be conceived according to the applicable Full Digital Freight Train requirements.