ERSAT EAV identified the requirements with ASSTRA, DB Netz, RFI, Trenitalia on WP2, capitalising the results of previous projects including requirements from Australia, USA and Russia. The reference scenarios were focussed on German and Italian regional lines. On WP3 a GNSS Measurement Campaign in the Sardinia Trial Site has been performed, collecting GNSS data on the onboard and the wayside. WP4 performed a preliminary Safety and Hazard Analysis, identifying hazards related to the reference architecture with the contribution of a joint working group ( ASTS, ESSP, Radiolabs and DLR). A 2-tiers Augmetation network has been defined with OBU LDS, TAAN, TALS, EGNOS and CPS. The 1st tier is EGNOS and the 2nd a Track Area Augmentation Network (TAAN) with additional wayside Ranging and Integrity Monitoring Stations. The LDS manages several data sources: GNSS SIS, TALS, Track Data Base Repository and the ERSAT CPS. WP 6 focussed on the EGNOS-GALILEO Application for Railway, ESSP, with ASTS and Telespazio, provided technical support for EGNOS receivers, prediction of EGNOS performance on the test site and analysis of EGNOS data including EDAS interfacing. ESSP performed the analysis for the Safety and certification aspects including Risk Management Process, Safety Plan, RAM Plan, Risk Analysis according to CENELEC standards. Telespazio focussed on the Galileo signal, simulating the performance in a multi-constellation scenario with the GS+ simulator. In WP 7 SOG deployed 5 Local elements, the TAAN, Communication Network , the interface with TALS and ERTMS, the Local Integrity Function with RAL and ESSP. In WP 8 CEIT developed the ERSAT-CPS prototype and with ASTS, integrated the components in a real scenario simulating harsher conditions compared to the Sardinia rails. In WP 9, the modelled component of the ERSAT EAV system have been tested and validated with the RailSiTe® laboratory of DLR with test scenario on a real track whose data were provided by DB Netz AG and RAL enriched this reference trajectory simulating the LDS and the GNSS signals and protection levels. DLR added the IMU based vehicle dynamics data and CEIT simulated the CPS, taking into account certain predefined GNSS blackouts. A functional test in a simulated environment was performed with EVC connected to ERSAT EAV system on a track scenario. The data for the scenario is derived from a real train journey on the German VDE8 track along the Leipzig-Erfurt line of DB, simulating a Level 2 application where all balise groups had been replaced by virtual balise groups. Additional GNSS infield measurement campaigns, using DLR’s two-way vehicle RailDriVE®, were carried out in two selected German railway environments that differ in their signal line of sight characteristics: Brunswick Harbor line and Erzgebirgsbahn . In the WP10 there defined the test scenarios and the key performance indicators,pre-configured the Test Site and Test Trains. In WP 11 the whole ERSAT EAV system has been tested on the Cagliari-San Gavino and it took place the first positioning with the Galileo constellation. All the test results have been analysed and compared with the key performance indicators, demonstrating the ultimate full success of the ERSAT EAV project. ASTS with CEIT, ESSP, RAL, RFI, SOG carried out the Design review in parallel to the WP11 test activities, demonstrating, along with the validation activity performed by RAL, that the end-results match to the initial requirements. WP5 (IMPACT & SUSTAINABILITY ANALYSIS) evaluated the impact of GNSS on Railway signalling and in particular of its application on regional and local railway lines scenarios, analysing both the economic effects as well as their wider impact for the community, in terms of safety and environmental sustainability. A preliminary Cost Benefit Analysis performed by the Bocconi University has been reviewed during the Design review Phase. Dissemination, exploitation tasks, WP 12, focussed on the all the intermediate and final outcomes of the ERSAT EAV project, involving all the key stake-holders.
