The Train Integrity Monitoring System (TIMS) project, funded under the WIR! call (FKZ 03WIR1206C), aimed to demonstrate the feasibility of vehicle‑side monitoring of train integrity for freight operations in the Chemnitz‑Erzgebirge region. The core technical outcome was the construction and field‑testing of a demonstrator that couples end‑of‑train (EoT) and head‑of‑train (HoT) devices with satellite positioning and LoRa‑based communication. The demonstrator was built by Ingenieurbüro Weißflog and integrated into a freight train consisting of a locomotive and wagons. During static measurements at the railway museum in Schwarzenberg, the system’s ability to detect the correct train length and to report integrity loss was verified. Dynamic tests were carried out on the route from Schwarzenberg to Annaberg‑Buchholz Süd and back, including shunting operations at Schlettau. The tests covered a range of speeds and environmental conditions, such as heavy snowfall and forested areas, to evaluate signal propagation and measurement accuracy.

LoRa‑RSSI based length estimation was evaluated in detail. The average calculated length was 12.0 m, 9.3 % below the calibrated 13 m, with a standard deviation of 1.2 m. The maximum deviation reached 27.48 m, corresponding to a 210 % error, largely attributed to variable propagation losses caused by refraction, reflection, and interference in the forested environment. Despite this variability, the system reliably detected train separation when a 10 m tolerance was applied, indicating that the approach is viable for operational use. The demonstrator’s communication links between the EoT/HoT devices and the onboard equipment were shown to maintain integrity reporting under realistic conditions, and log‑file analysis provided a basis for further refinement of the software stack.

The project also produced a comprehensive Fachkonzept and a system specification that defines functional interfaces with existing train control systems, including ETCS Level 2 and Level 3. While a formal interface to the European Vital Computer (EVC) remains to be specified, the work package on functional interface specification (Subset‑034) established the groundwork for future integration. Workshops and literature reviews on ETCS standards were conducted to assess compatibility and to identify potential risk areas, such as data exchange timing and fault handling.

Collaboration was structured around six work packages, with the partners TU Chemnitz (professors of measurement/sensor technology and communications), CERSS Kompetenzzentrum Bahnsicherungstechnik GmbH, and Smart Rail Connectivity Campus e.V. The project commenced in February 2021 and concluded in January 2024, following two cost‑neutral extensions that allowed for additional real‑world testing and a detailed evaluation of the demonstrator. The total grant amount was €35,212.84, fully covered by the project’s own resources in 2023. The demonstrator was showcased at the Digital Rail Convention’s Demo Day, where it received positive feedback from industry specialists. The iterative development cycle, driven by parallel work packages, enabled the timely integration of hardware and software components and facilitated the generation of operational data that will inform the design of future train integrity monitoring solutions across German railways.