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Das R2DATO-Projekt des FP2 zielt darauf ab, den Straßenbahnbetrieb durch Automatisierung und Digitalisierung zu revolutionieren und dabei Sicherheit, Effizienz und Nachhaltigkeit zu verbessern. Schwerpunkte sind die Straffung des Straßenbahnbetriebs, die Wiederbelebung des Betriebshofmanagements und die Verbesserung des sicheren und effizienten Straßenbahnbetriebs. Das Projekt folgt einem schrittweisen Ansatz, der mit der Sammlung von Anwendungsfällen bei großen europäischen Straßenbahnbetreibern beginnt und sich über die Design-, Implementierungs- und Demonstrationsphase erstreckt. Technische Voraussetzungen wie Fernsteuerung, automatisierte Fahrerfunktionen, Umweltwahrnehmung und Vernetzung sind entscheidend, um die Projektziele zu erreichen. Test und Demonstration werden in Oslo stattfinden, wobei modifizierte Straßenbahnen des Typs SL18 zur Validierung eingesetzt werden. Das Projekt soll bis 2025 erste Ergebnisse liefern und bis 2030 einen vollautomatischen Straßenbahnbetrieb erreichen, wodurch ein neuer Standard für europäische Straßenbahnen gesetzt wird.
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Diese Zusammenfassung des Fachinhalts wurde mit Hilfe von KI generiert.
Abstract
Throughout the history of transportation, very few inventions have had the same impact as rail transport. One of the oldest and most established means of transportation, railways, still provides efficient transportation of freight and passengers, but they stand to benefit from cutting-edge technology. The Europe’s Rail FP2 R2DATO project (GA 101102001) is developing technologies in several fields of digital automated up to autonomous train operation seeking a new paradigm in how the rail system is operated, increasing safety, flexibility, capacity, performance and reducing energy consumption and costs.
These technologies can be applied to all rail segments including urban light rail. Future trams will benefit from new functionalities including remote control, ATO or perception systems. After collecting operational use cases and operational rules from key players of the urban operating community in Europe, FP2 R2DATO activities on tramway will focus on the remote control operation first, which will allow an operator to drive the vehicle from the office, avoiding the need of getting physically to the tram. This feature is intended to be used in daily operation in depots to support the train preparation, its retirement from service or for shunting within the depot. A first demonstrator is planned in 2024.
1 Introduction
Automation, digitalisation and artificial intelligence are changing the world and, of course, also the transport system. Automated trains have been operating in closed environments (subways, people-movers, etc.) for decades and now the first steps are being taken to make this also possible on the mainline rail under ETCS. On the other hand, the automotive sector is moving steadily towards the autonomous vehicle, through the use of increasingly sophisticated sensors and artificial intelligence routines. In the middle of both worlds are trams. Even though they are rail vehicles, they share the operational environment with road users.
This opens the door to benefiting from the advantages and strengths of both sectors to facilitate and simplify the tramway operation, making it safer, more effective and sustainable.
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The aim of the flagship project FP2 R2DATO (GA 101102001) [1] under the Europe’s Rail Joint Undertaking frame is to take the major opportunity offered by digitalisation and automation of rail operation and to develop the Next Generation ATC1 and deliver scalable automation in train operations, up to GoA42 for 2030, in order to maximise the infrastructure capacity on the existing rail networks, increase flexibility, punctuality and resilience while reducing operational costs. First tangible results of FP2 R2DATO are expected to be delivered by 2025, for key enabling technologies, contributing to the required transformation of the European railway system, including urban light rail.
Hence the FP2 R2DATO project is the perfect vector for the development of innovative solutions for the next generation of highly automated European trams, aiming at the following key advantages identified in the project by the group of urban rail operators led by UITP:
Streamlining routine tram operations: automation is practiced at overseeing repetitive tasks like shunting, washing, and self-diagnostics within depot and non-commercial areas where public access is restricted. This not only increases efficiency but also minimises human intervention in everyday operations.
Revitalising depot management: ATO systems offer the potential not only to operate the tram fleet within depots efficiently but also to redefine the perspectives on personnel roles and responsibilities. Confronting the challenges of workforce scarcity, ATO can facilitate the diversification of personnel tasks and the introduction of innovative roles like remote tram operators. This multi-pronged strategy optimises the utilisation of available resources.
Enhancing safe and efficient tram operation: ATO systems are designed to provide comprehensive support for tram operators, ensuring safe and efficient driving during regular operations, while still retaining the role of the driver for critical decision-making.
2 Methodology
One of the major difficulties in developing automated functions for trams is that, unlike the mainline, there is no single interoperability or regulation, and no common operational rules. This means that in principle each tramway operator would have a customised solution tailored to their needs, dramatically increasing the cost of automated functions and their development time. Even in the automotive sector, despite the freedom of choice in driving, there are more or less common rules in Europe, making it possible for a Portuguese person to drive in Portugal, Germany or Sweden indiscriminately. For this reason, the development proposed in R2DATO consists of the following phases:
1.
Collection of use cases, through UITP, from the main European tramway operators.
2.
Selection of the most relevant use cases and search for maximum harmonisation between operators.
3.
Design and implementation of the necessary technical enablers, and integration in vehicles and test and validation environment.
4.
Demonstration in different operational contexts: Depot and commercial service.
In addition, a progressive implementation and deployment of the automatic functionalities associated with the chosen use cases is defined, making it possible to have simple functions validated from the first phases of the project to add new, more complex functionalities later on.
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Therefore, the development has been grouped into three major demonstrators:
1.
Remote tram driving in depot.
2.
Autonomous driving in depot (GoA4).
3.
Highly assisted driving in commercial service (equivalent to SAE L3 [2]).
All development shall follow the procedures of EN50126, EN50128 and EN50129. The necessary safety documentation for approval of modifications to the trams will be produced and both the Norwegian Railway Authority and the Norwegian Public Roads Authority have been involved from the beginning of the project.
3 Use Cases
To facilitate these objectives, UITP and the group of operators embarked on the task of defining operational use cases and requirements that align with the current operational norms of their respective networks. Given the diversity of operating conditions and regulations among the member networks, the exercise aimed not only to aggregate operational rules and use cases but also to extract universal principles that could accommodate various scenarios without delving into complex procedural specifics.
Operational use cases are established by addressing two key questions:
1.
Contextual Automation: where can automation meaningfully enhance daily operations?
2.
Operational behaviour: How should trams behave in response to environmental cues and aligned with the network’s operational norms?
The former question concerns instances where automation, remote driving, or autonomous operations can succeed the role of an onboard driver or provide the drivers an advanced support. The latter concerns to standardising operational rules, thereby enabling the smooth integration of decision-making processes facilitated by automation.
Among the spectrum of automation-assisted use cases, the following were chosen as a priority for depot operations:
1.
Remote shunting: the process of moving trams between tracks within a depot, encompassing tasks like track switching and negotiating crossings for parking, maintenance, or washing purposes. Shunting may involve switching points, signals, and crossings to ensure safe and efficient movement within depot. Automation, particularly autonomous operations, holds potential in optimising shunting efficiency and track allocation.
2.
Pre-departure readiness: This encompasses diverse applications of ATO, including:
Automated pre-departure checks: leveraging ATO to execute elements of pre-trip checks traditionally performed by tram drivers or depot personnel. One of the examples of such us cases is wheel profile examination.
Remote tram system control: enabling telecommand manipulation of tram systems such as doors, HVAC, and acoustic signals.
Autonomous depot driving: facilitating autonomous tram movement within depots, fostering efficient tram deployment at the start of shifts.
3.
Remote washing procedure: applying automation and remote control to rationalise tram washing routines, focusing on external cleaning within depot premises. Additionally, the concept of autonomous washing introduces a higher degree of system autonomy.
4.
Vehicle replacement shunting: addressing the strategic management of replacing trams in and out of service. This involves V2X3 communication, a scope wherein information exchange between several trams and infrastructure.
In conclusion, the activity, driven by the synergistic efforts among urban rail operators, attempts to establish a reasoned foundation for the integration of ATO systems within the complex framework of tram and light rail networks by defining the beneficial use cases. The fundamental challenge of this exercise lays in the dual requirement of formulating harmonised use cases while simultaneously accommodating the contextual operating nuances that need parametric considerations in ATO systems. Although the area of depot operations demonstrates notable commonalities, it is in the orchestration of unification across the operational (“street” level) landscape that the true complexity of the endeavour becomes manifest.
4 Technical Enablers
Figure 1 depicts the required technical enablers to achieve the expected tram automation:
Remote Driving: Remote driving from a remote operation centre. Based on low latency video streaming and remote static and dynamic telecommands.
ATO: Automated driver functions such as traction, brake and driving commands based on system consigns.
Environment Perception: Objects, signalling, path and landmark detection, classification and tracking by new generation sensors.
Connectivity: Ground to train communication for telecommands and operational information, for video streaming and data transmission. V2X communication with other trams, cars, scooters, infrastructure, etc.
Autonomous and Automated Functions: Configurable sequences, environment assessment, decision making and control improved capabilities.
Safe Train Location: Accurate positioning and precise speed measuring. Location in all operational scenarios complying with challenging requirements.
Remote Operation Centre: Centralized and configurable solution to enable remote driving, telecommands, fleet monitoring and sequences programming. High level of configurability and adaptability.
The implementation of automated functionalities will be modular and scalable. This will allow the validation of single functionalities, but also complex scenarios made of sequential (or parallel) previously validated ones.
5 Testing and Demonstration
5.1 Location
The testing and demonstration will take place in Oslo, with the support of the local tramway operator Sporveien Trikken. Two depots, in Holtet and in Grefsen, will be used for the first two demonstrators.
While the track yard in Holtet is open air, the whole of Grefsen is covered. This will allow testing and validation of the technical enablers under different environmental conditions. For example, Holtet (see Fig. 2) is exposed to inclement weather such as snow or fog, in Grefsen there is no possibility to rely on GNSS for tram positioning. Light conditions and train-to-ground transmission conditions are also different at the two locations. In terms of commercial operation, Sporveien Trikken currently serves 6 lines, each with different characteristics and operational needs. While some share the roadway with cars, other sections share the roadway with pedestrians.
Fig. 2.
SL18 tram exiting the workshop building at Holtet depot under snowy weather
One of the lines, in the direction of the Holtet depot, is segregated and therefore allows testing in a more controlled environment. All in all, the set of locations and types of operation will allow for extensive validation of the automated functions.
5.2 Vehicles
For this development two SL18 trams (CAF URBOS 100 type) of Sporveien Trikken have been modified. The modification consists of the integration of perception sensors and new computer and communication equipment. The integration has been designed in such a way that the trams can be in commercial service while they are not being tested, as there is a total electrical disconnection of the new devices by means of a switch, leaving the trams in their original functional state. The design also allows for the variation of the sensor suite over time, to adapt to the needs of perception and to be able to integrate new generation sensors that may appear in the coming years.
5.3 Testing Concept
Test cases with their test protocols will be developed on the basis of priority use cases. Necessary measures resulting from safety studies shall be implemented. Each of the use cases is associated with performance indicators that are to be improved by automation and therefore these indicators must be measured and compared with the current situation without automated functions. Among others, automatic depot operation is aimed at increasing productivity and reducing costs, while advanced driving assistance in commercial service is aimed at improving safety, operating efficiency and facilitating the driver’s tasks.
Test cases will capture both the successful paths of the use case and those that end in failure, as well as test the safety measures in specific test cases. Where possible, the system will be stressed in order to find a reliable and safe operation envelope.
The tests will be carried out in campaigns in between which there will be time to evaluate the results and implement improvements as necessary, until a sufficient level of maturity and reliability is reached in all deployed functions.
6 Planning
This ambitious design, implementation and technology demonstration plan for the scenarios and use cases will last until the end of 2028 as can be seen in Fig. 3. The preliminary work has already been done. Indeed, the TAURO project (GA 101014984) [3] provided the fundamentals for the remote driving of trams in depot (specification and architecture) and validated the use of perception sensors for tram positioning in a real operational environment. These results were presented in a form of poster during the previous edition of the Transport Research Arena in Lisbon.
The R2DATO project will end in May 2026, fully covering the demonstrator on remote driving and the first steps for the validation of the unattended autonomous driving, both in depot.
The successor of R2DATO, also part of the Europe’s Rail initiative, is planned to start in December 2025, and the second wave of demonstrators will be included. It will comprise the completion of the unattended autonomous driving in the depot, and based on it, the demonstration of the advanced driver assistance system under commercial service in the city of Oslo.
Tramways should not stay behind in the race for automation. While they can benefit from the progress in the automotive sector and the experience of rail automated metros, they also face specific difficulties, such as the diversity in operational procedures and regulations. The Europe’s Rail FP2 R2DATO is collecting and harmonizing operational use cases for the future European highly automated tramway system, which will then be implemented and demonstrated in the city of Oslo, under two scenarios (depot and city) and three applications (remote driving in depot, unattended autonomous movements in depot and highly assisted driving in commercial service).
By the time of the Transport Research Arena in 2024 the first application will be already under tests for several months giving the opportunity to present the first results during the conference.
With the support of the Europe’s Rail Joint Undertaking and the UITP members the validated specifications and operational procedures for the future highly automated tramway should become a European standard smoothening the progressive deployment of such technologies for the benefit of the European citizenship.
Acknowledgments
The activity hereby described is part of the FP2 R2DATO project, which is partially funded by the European Commission through the Europe’s Rail Joint Undertaking under the Horizon Europe Programme with the grant agreement no 101102001.
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V2X communication refers to the exchange of information between vehicles and other entities, such as infrastructure, other vehicles, or pedestrians, to enhance overall safety and operational efficiency in transportation systems, based on the 3GPP standards.
