FP4 – Rail4Earth

Europe’s Rail Flagship Project 4 – Sustainable and green rail systems
FP4 – Rail4Earth

DESCRIPTION OF ASSUMPTIONS:

The FP4 – Rail4Earth project combines several actions previously planned during the development of assumptions for participation in the Europe’s Rail JU partnership, which include most of the activities under the “Neutral Station with Elements of a Transfer Hub” and “Extension of the BIM Standard with Railway Components and Construction of a Digital Twin of the Station” projects. It also includes actions planned as separate tasks related to the “Hydrogen Refueling Station for Railways” and “Holistic Traction Energy Management.” These activities have been consolidated because they align with the main objectives of the FP4 – Rail4Earth project and represent the implementation of several enablers assigned to this Flagship Project, which are described in subsection 2.4.

A large portion of the planned work under the neutral station and digital twin is a continuation of the In2Stempo project, within which elements will be developed to address challenges related to improving the attractiveness and innovativeness of railway stations, with a focus on solutions that support environmental protection. The search for improvements and innovations to enhance station attractiveness arises both from image-related considerations and the need to increase station usability from the end user’s perspective, i.e., the traveler and station customer, as well as from the internal needs of the station operator, PKP S.A.
The project aims to develop solution standards that maintain an acceptable balance between costs and benefits throughout the station’s life cycle and to increase its attractiveness in terms of services available on its premises.

In relation to the challenges of reducing the carbon footprint and the environmental impact of solutions in the construction and transport sectors, actions are planned in line with the European Union’s guidelines aiming for net-zero emissions by 2050/2060, while also achieving significant carbon footprint reduction by 2030 (a 55% reduction in accordance with the “Fit for 55” package). This goal should also be achieved in the context of transport-related service buildings, including railway stations.

As part of the activities related to the BIM area and the digital twin of the station, this topic has been divided into two parts. This division results from the structure adopted at the flagship areas level, prepared under the “Multi-Annual Action Plan,” where it was decided that the standards and requirements for the system platform of digital twins of railway infrastructure would be developed within Flagship Project FP1 – MOTIONAL, as discussed in subsection 4.1. Meanwhile, pilots related to the specific preparation of digital twins for individual infrastructure elements will be included in this Flagship Project FP4

In the case of the digital twin of the railway station, a similar division has been adopted. Therefore, the work on preparing and testing this solution is included in this part of the document, while references to the standards were described earlier. As part of these research and development activities, it is planned to expand the currently used Open BIM standard in construction with components specific to the railway sector, and then use them to describe station buildings, infrastructure, and the surrounding area. Standardizing the methods for describing materials, systems, and solutions will allow for easier and more flexible planning of investments in their early stages and improve collaboration between architects, construction engineers, and investors. A standardized description of construction technology allows for the creation of a unified approach to building requests for proposals and reduces the risk of accusations of promoting the solutions of a single manufacturer.

Standardization and real-time access to information about the materials and equipment used will make it easier for maintenance teams to carry out interventions and reduce the time needed to restore the original state. By applying BIM-based solutions and using data from the digital twin of the station, there is a real opportunity to lower ongoing maintenance costs for buildings and provide administrators and management teams with an effective tool for day-to-day operations. This will be utilized within Flagship Project FP3 – IAM4RAIL, as described in subsection 4.2.

Conducting the pilot of the digital twin will allow for an evaluation of the potential benefits resulting from the standardization of materials, installations, and equipment at the investment planning stage, as well as savings related to the ongoing maintenance of the station. By extending the BIM tools and the digital twin developed in the project to a larger number of stations, it will facilitate the standardization of station management, automation of the procurement process for consumable materials, and forecasting their usage. It will also enable the comparison of parameters between stations with similar sizes and passenger flows to develop a model approach to management, among other elements that may emerge during the implementation of the research and development project.

One of the starting points in the activities related to holistic traction energy management is the development of tools for proper planning of the location and connection of renewable energy sources (RES), as well as enabling the management of green energy flow and the cooperation of sources with traction power consumption. These activities will be developed within the framework of so-called local balancing areas, where the Smart Grid concept is expected to be used. Work will also focus on the broader use of energy storage systems for railway purposes, including supporting energy recuperation, as well as on power electronics converters that directly convert electricity from photovoltaic panels into the traction network, with appropriate metering of system components.
One of the tasks is to develop a unified management system for traction and non-traction devices, energy storage, and energy sources, as well as power networks, in order to dynamically optimize the operation of electrical power devices.

A very important aspect of the activities will be the development of algorithms for selecting renewable energy sources (RES) and energy storage systems based on their technological characteristics, production capacities, and locations, as well as aligning the size of these elements with other components of the local system. The implementation of these tasks is planned on the PKP Energetyka S.A. distribution network, where the developed solutions will be tested in practice. Work is also planned on Demand Side Response (DSR) and Demand Side Management (DSM) systems in the railway sector, focusing both on technical possibilities and incentives for carriers to participate in the system.

In the part concerning hydrogen refueling stations, it is planned to conduct work aimed at establishing mechanisms for selecting appropriate locations, taking into account parameters related to the expected maximum hydrogen refueling time. On the one hand, fast hydrogen refueling interfaces ensure shorter rolling stock downtime, but they require significantly larger investments due to the need to prevent excessive heating of hydrogen, which could pose a risk of ignition.

key area of research and development will be the creation and standardization of a hydrogen refueling interface for rolling stock that allows this process to be completed in the shortest possible time while maintaining the appropriate level of safety. These standards must take into account the types of hydrogen fuel inlets used in already manufactured railway vehicles and provide guidelines for manufacturers planning to build this type of rolling stock in the future. This will ensure the interoperability of the actions taken and prevent discrimination against any manufacturer.

A crucial aspect related to the development of the hydrogen refueling interface standard is the safety requirements. As previously mentioned, excessive refueling speed poses a risk of ignition and explosion of hydrogen fuel. Ensuring safety, therefore, requires precise studies of this process, defining safety frameworks for refueling, and, from a technological standpoint, preparing appropriate algorithms to monitor the refueling process and provide an automatic response in case of exceeding the imposed limits. Ensuring the proper level of safety at refueling stations will require extensive testing and research. Ultimately, the result of the current activities will be the inclusion of developed standards in regulations that will define the required standards at a European or global level.

OBJECTIVES OF THE ACTIVITIES:
In the part concerning the neutral station and the digital twin:

• Shifting from traditional design to eco-design by developing models and methodologies for transitioning from a linear economy (acquire – use – dispose) to a circular economy (reuse),
• Creation of a catalog and specifications of appropriate materials and technologies aimed at reducing the carbon footprint and other harmful emissions, along with the specification of efficient and environmentally friendly solutions based on modular system designs.
• Development of tools to optimize solutions for different needs and passenger flows, and identification of the key factors influencing passenger behavior at stations and transfer hubs.
• Utilization of open design standards enabling Building Information Modeling (BIM) throughout the entire life cycle of its components.
• Modeling and maintaining a Digital Twin for the railway station based on, among other things, BIM data.
• Improvement of design methods for cooling, lighting, water management systems, and the use of biodiversity to achieve planned environmental outcomes.

In the part concerning holistic energy management:

• Improving the local use of energy from renewable sources (RES) for traction power consumption by reducing the amount and power of energy drawn from the distribution network through the use of locally produced green energy.
• Development of tools for proper planning of the location and connection of renewable energy sources (RES) and ensuring their cooperation with traction power consumption.
• Designing a control and integration system for energy sources, consumers, and storage, including the development of algorithms for selecting RES sources and energy storage based on their technological characteristics.
• Broader use of energy storage systems for railway purposes, including supporting energy recuperation.
• Development of tools for integrated management of energy consumers and sources in the railway environment to reduce the amount of energy flowing back into the grid from substations.
• Providing mechanisms to reduce traction energy consumption, including through communication with railway traffic control systems.

In the part concerning the hydrogen refueling stations:

• Development of a model for selecting locations for hydrogen refueling stations based on the demand of rolling stock in a given area.
• Development and testing of a hydrogen refueling interface between the refueling station and the railway vehicle, with the goal of establishing a unified standard for hydrogen rolling stock from different manufacturers.
• Development of safety parameters for the station and the hydrogen refueling process.

EXPECTED IMPLEMENTATION RESULTS:

In the part concerning the neutral station and the digital twin, it is assumed that:

• Development of circular economy solutions, which have the potential to translate into reduced modernization or maintenance costs for the station.
• Development of modular station construction methods.
• The ability to simulate and predict planned changes, taking into account their impact on costs, the natural environment, or other aspects assessed throughout the full life cycle.
• Impact on compliance with regulations requiring at least a 55% net reduction in carbon footprint by 2030, with the goal of achieving net-zero (zero carbon footprint generated over the station’s life cycle) by 2050/2060.
• Improvement and development of tools and methods for conducting a standardized tender process for station modernization.
• Repeatability of station investment evaluation processes through the standardization of requests for proposals and the use of digital data.
• Gradual updating of construction standards after the completion of subsequent stages of research and development, which will enable the earlier implementation of solutions that have successfully passed testing and demonstrated benefits for PKP S.A.
• The ability to simulate the spatial planning of various station and transfer hub models depending on the type of station, thanks to the use of a digital twin.
• Improvement of maintenance services and operational parameters through BIM standards and the use of data from the digital twin regarding the materials, components, and station systems used.

In the part concerning holistic energy management in railways, it is assumed that:

• Development of solutions to increase the use of renewable energy sources (RES) and energy generated through recuperation in the railway network.
• Creation of a scalable local energy balancing model that ensures the minimization of energy outflow to the grid.
• Development of a system and creation of control and integration algorithms within local energy balancing areas.

In the part concerning hydrogen refueling stations, it is assumed that:

• Participation of Polish entities in the development of a standard refueling interface for hydrogen-powered railway vehicles.
• Development of a model for selecting PKP S.A. sites designated for the construction of hydrogen refueling stations, which could serve as an additional source of income through the leasing of these properties.
• Support for increasing the use of hydrogen-powered railway vehicles, which will be a natural process of replacing diesel rolling stock with environmentally friendly, low-emission vehicles.
• Support for the achievement of pollution reduction goals as part of the “Fit for 55” package by 2030, and further emission reductions in the following years.
• Participation in setting safety parameters for hydrogen refueling stations and the refueling process.

PROJECT PARTNERS

1. ALSTOM TRANSPORT SA (ATSA), KOORDYNATOR
   
   • ALSTOM CRESPIN SAS (ACSA)
   • ALSTOM TRANSPORTATION GERMANY GMBH (ATG)
   • ALSTOM TRANSPORT DEUTSCHLAND GMBH (ATD)
2. ADMINISTRADOR DE INFRAESTRUCTURAS FERROVIARIAS (ADIF)
   
   • INGENIERIA Y ECONOMIA DEL TRANSPORTE SME MP SA (INECO)
   • Renfe Operadora (RENFE)
3. Construcciones y Auxiliar de Ferrocarriles, S.A. (CAF)
   
   • CONSTRUCCIONES Y AUXILIAR DE FERROCARRILES INVESTIGACION Y DESARROLLO SL (CAF I+D)
   • CAF POWER & AUTOMATION SL (CAF P&A)
   • CAF TURNKEY & ENGINEERING SOCIEDAD LIMITADA (CAF T&E)
   • CENTRO DE ENSAYOS Y ANALISIS CETEST SL (CETEST)
4. ASOCIACION CENTRO TECNOLOGICO CEIT (CEIT)
5. DEUTSCHE BAHN AG (DB)
   
   • DB SYSTEMTECHNIK GMBH (DBS)
   • DB NETZ AG (DBN)
   • DB ENERGIE GMBH (DBE)
6. DEUTSCHES ZENTRUM FUR LUFT – UND RAUMFAHRT EV (DLR)
7. CENTRO DE ESTUDIOS DE MATERIALES Y CONTROL DE OBRA SA (CEMOSA)
8. COMSA SAU (COMSA)
9. FUNDACION TEKNIKER (TEKNIKER)
10. FAIVELEY TRANSPORT SAS (FT)
    
    • FAIVELEY TRANSPORT ITALIA SPA (FTI)
    • FAIVELEY TRANSPORT LEIPZIG GMBH & CO. KG (FTL)
    • FAIVELEY TRANSPORT TOURS SAS (FTT)
    • FAIVELEY TRANSPORT AMIENS (FTAMS)
11. FERROVIE DELLO STATO ITALIANE SPA (FS)
    
    • RETE FERROVIARIA ITALIANA (RFI)
    • TRENITALIA SPA (TRIT)

12. HITACHI RAIL STS SPA (STS)
    
13. PATENTES TALGO SL (TALGO)
14. NORWEGIAN RAILWAY DIRECTORATE (NRD)
    
    • INSTITUTT FOR ENERGITEKNIKK (IFE)
15. KNORR-BREMSE SYSTEME FUR SCHIENENFAHRZEUGE GMBH (KB)
    
    • KNORR-BREMSE ESPANA SA (KB ES)
    • KNORR-BREMSE VASUTI JARMU RENDSZEREK HUNGARIA KORLATOLT FELELOSSEGU TARSASAG (KBH)
16. OEBB-TECHNISCHE SERVICES-GMBH (OBB TS)
17. POLSKIE KOLEJE PANSTWOWE SPOLKA AKCYJNA (PKP)
    
    • STANISŁAW STASZIC AGH University of Krakow (AGH),
    • SIEĆ BADAWCZA ŁUKASIEWICZ – INSTYTUT ELEKTROTECHNIKI (IEL),
    • SIEĆ BADAWCZA ŁUKASIEWICZ – INSTYTUT TECHNIK INNOWACYJNYCH EMAG (EMAG),
    • SIEĆ BADAWCZA ŁUKASIEWICZ – INSTYTUT MECHANIZACJI BUDOWNICTWA I GORNICTWA SKALNEGO (IMBIGS),
    • POLITECHNIKA POZNAŃSKA (PP),
    • PKP ENERGETYKA S.A. (PKP-E),
    • PKP INFORMATYKA SP. Z O.O. (PKP-I),
    • INSTYTUT KOLEJNICTWA (IK),
    • CENTRALNY PORT KOMUNIKACYJNY SP. ZOO (CPK),
    • INFRABYTE SP. Z O.O. (IB),
    • WOJSKOWA AKADEMIA TECHNICZNA IM. JAROSŁAWA DĄBROWSKIEGO (WAT),
    • UNION INTERNATIONALE DES CHEMINS DE FER (UIC)
18. PRORAIL BV (PR)
    
    • TECHNISCHE UNIVERSITEIT DELFT (TU Delft)
    • NEDERLANDSE ORGANISATIE VOOR TOEGEPAST NATUURWETENSCHAPPELIJK ONDERZOEK TNO (TNO)
    • STICHTING DELTARES (DELTARES)
19. NS REIZIGERS BV (NSR)
    
    • STICHTING CHRISTELIJKE HOGESCHOOL WINDESHEIM (WINDESHEIM)
    • UNIVERSITEIT TWENTE (UTWENTE)
20. SIEMENS MOBILITY GMBH (SMO)
    
    • SIEMENS MOBILITY AUSTRIA GMBH (SMO AT)
21. SOCIETE NATIONALE SNCF (SNCF)
    
    • SNCF RESEAU (SNCF-R)
    • SNCF VOYAGEURS (SNCF-V)
    • UNIVERSITE GUSTAVE EIFFEL (UGE)
22. STRUKTON RAIL NEDERLAND BV (SRNL)
    
    • STRUKTON POWER BV (SR Power)
23. TRAFIKVERKET – TRV (TRV)
    
    • CHALMERS TEKNISKA HOGSKOLA AB (CTH)
    • KUNGLIGA TEKNISKA HOEGSKOLAN (KTH)
    • LULEA TEKNISKA UNIVERSITET (LTU)
    • LUNDS UNIVERSITET (LUNDS)
    • RISE RESEARCH INSTITUTES OF SWEDEN AB (RISE)

PROJECT BUDGET:

In the FP4 – Rail4EARTH project, the total amount of eligible costs for the entire ecosystem is 56,731,088.06 euros, of which the grant amounts to 38,386,394.04 euros. The total project value for Łukasiewicz – EMAG is 119,951.25 euros, including a grant of 71,970.75 euros from European Union funds and 192,956 PLN from national funds.

The project “Europe’s Rail Flagship Project 4 – Sustainable and Green Rail Systems” is co-financed by the European Union under the Horizon Europe Framework Programme – Project: 101101917 — FP4 – Rail4EARTH — HORIZON-ER-JU-2022-01, and by national funds under the “International Projects Co-financing” program – agreement number: 5649/HE/2023/2.