Currently, the common denominator concerning the implementation of the Digital Automatic Coupling (DAC) in Europe seems to be confusion. A third DAC consortium, renamed DACFIT, was just formed by Deutsche Bahn (DB), which also plays a key role in the other two. However, a clear timetable is not yet available despite the EU envisioning a large-scale DAC deployment by 2030.
DACFIT now joins DAC4EU and the FP5-TRANS4M-R. All the consortiums follow the guidelines set out by the European DAC Delivery Programme, but their purposes and roles are not so easily understood. DAC4EU is a project launched and funded by the German Ministry of Transport and led by DB. In 2020, the Ministry tasked DAC4EU with finding ways to accelerate the processes for the demonstration, testing and approval of DAC. In concrete terms, DAC4EU worked on implementing DAC technology on a train that was then tested under real operational conditions.
TRANS4M-R, on the other hand, is funded by the European Union, overseen by Europe’s Rail Joint Undertaking and coordinated by DB. This initiative focuses on implementing Full Digital Freight Train Operations (FDFTO), of which DAC is a key part. TRANS4M-R claims to support the deployment of this technology by looking for a European DAC open model, drafting cross-countries compatibility plans and identifying possible funding sources. The latest addition to the DAC consortiums, DACFIT, will work to analyse “the existing freight transport fleet and workshops in order to assess the temporal and spatial challenges of migration across Europe”, DB said.
Contradicting statements
Some of the issues that create confusion about DAC might be caused by somewhat cryptical communication from DB. In May 2023, the company claimed that its digital freight train, equipped with various DAC prototypes, passed its first practical tests. Back then, DB said that the following step entailed manufacturers going into DAC mass production. Moreover, the German company recently stated that its digital freight train was ready to go into customer use.
A little over a week later, however, DB is now announcing the creation of DACFIT, whose purposes have already been mentioned. Thus, a question arises spontaneously: how can DAC be ready for customer use if the TRANS4M-R project says that the first large-scale demonstrations will not commence before the end of 2024? It also needs to be mentioned that the end of 2024 is the deadline for large-scale demos of DAC4. For DAC5, these cannot be expected before December 2025.
DAC4 vs DAC5
DAC4 includes solutions for brake tests, the order of wagons and calculating train braking distances. DAC5 will have, in addition to these components, also a train composition function. Concerning DAC4, the functional test report has already been finalised. The Interoperability Report and the first couplers for train lab testing are expected for June this year, while the concept should be ready for large-scale demonstrations in December. Concerning DAC 5, most of its development is planned to take place throughout 2025. The functional test report is planned for January, with the Interoperability Report and the couplers for train lab tests currently scheduled for September 2025. The DAC5 version is supposed to be available for large-scale demonstrations at the end of 2025.
Recent DAC developments
In the context of the TRANS4M-R, there were two main recent developments. The first one is the agreement on an overall plan aimed at having DAC pre-deployment pilot trains by early 2026. In order to achieve this goal, the European Commission launched multiple calls for proposals with a deadline set for 7 May 2024. These pre-deployment trains will have to be equipped with the starter/basic DAC package.
The starter/basic DAC version is provided with an uncoupling button on the wagon side and an in-train uncoupling system that would allow to carry out these operations from inside the locomotive. Moreover, this DAC version can provide information on train composition and wagon order and carry out automated brake tests. Finally, it should also allow for automated technical wagon inspection.
The second main development was the decision on the design of the e-coupler, which is the box containing all the wires and connections for the digital part of DAC. This decision was taken around the end of March, as Gilles Peterhans, Secretary General of the International Union of Wagon Keepers (UIP) explained.
All in all, there have been some DAC developments recently, but a few problems persist. It seems that a unified, synchronised approach is still missing with many aspects being all over the place. Moreover, it is not clear who will benefit from a large-scale DAC implementation since the entities investing in it are not the same ones benefitting from its deployment. This is still an ongoing discussion, but more clarity remains a necessity.
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