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| Funder | European Commission |
|---|---|
| Recipient Organization | Faiveley Transport Sas |
| Country | France |
| Start Date | Dec 01, 2022 |
| End Date | Nov 30, 2026 |
| Duration | 1,460 days |
| Number of Grantees | 50 |
| Roles | Third Party; Participant; Coordinator |
| Data Source | European Commission |
| Grant ID | 101101962 |
Regional railway (lines with lower usage or secondary network) plays a crucial role not only in serving European regions, but also as feeders for passenger and freight traffic for the main/core network. Therefore, they have an essential function as an environmentally friendly mode of transport.
In addition is as well essential their link to other public transport services (e.g. bus) and to first and last mile services, such as bikesharing, cycling, walking or driving to get from/to stations to remote locations. Unfortunately, many of these routes were abandoned in the past - mainly due to high costs.
Therefore, these rail lines need to be revitalized or even renewed to make them economically, socially and environmentally sustainable and to meet current customer needs and challengesThe overall objectives of the FutuRe project are to ensure the long-term viability of the regional railway by reducing the total cost of ownership (TCO), while ensuring high service quality and operational reliability.
It also aims to increase customer satisfaction and to make rail an attractive and preferred mode of transport.
Therefore, the main objectives of FutuRe are: lowering CAPEX system costs, increasing productivity by lowering OPEX (unit costs per train kilometre), and improving customer satisfaction.These goals are to be achieved through a concept tailored to regional railways but transferable across Europe, encompassing digitalisation, automation and the use of common and new technologies for signalling and track components, rolling stock and customer information.
Cost drivers such as infrastructure and energy components, e.g. trackside train detection (axle counters, etc.) and level crossing control systems, will be replaced by less costly wireless and energy-autonomous components.
In addition, a modular and standardised vehicle concept specifically tailored to the requirements of regional lines becomes needed, as well as a range of attractive services.
Ingenieria Y Economia Del Transporte Sme Mp Sa; Centro de Estudios Y Experimentacion de Obras Publicas; Ferrovie Dello Stato Italiane Spa; Linkopings Universitet; Instytut Kolejnictwa; Construcciones Y Auxiliar de Ferrocarriles, S.A.; Hitachi Rail Sts Spa; Polskie Koleje Panstwowe Spolka Akcyjna; Rete Ferroviaria Italiana; Ait Austrian Institute of Technology Gmbh; Faiveley Transport Sas; Obb-Personenverkehr Ag; Kungliga Tekniska Hoegskolan; Lunds Universitet; Alstom Rail Sweden Ab; Societe Nationale Sncf; Siemens Mobility Unipessoal Lda; Union Internationale Des Chemins de Fer; Trafikverket - Trv; Smp Svensk Maskinprovning Ab; Ferrovie Del Sud Est E Servizi Automobilistici Societa A Responsabilita Limitata - Fse Srl; Cofren Srl; Rise Research Institutes of Sweden Ab; Angelstar Srl; Statens Vag- Och Transportforskningsinstitut; Comsa Instalaciones Y Sistemas Industriales Sa; Enclavamientos Y Senalizacion Ferroviaria Enyse Sa; Deutsches Zentrum Fur Luft - Und Raumfahrt Ev; Virtual Vehicle Research Gmbh; Alstom Belgium Sa; Indra Sistemas Sa; Renfe Operadora; Msv Elektronika S.R.O.; Alstom Ferroviaria Spa; Hacon Ingenieurgesellschaft Mbh; Mer Mec Spa; Caf Signalling S.L; Administrador de Infraestructuras Ferroviarias; Instytut Badawczy Drog I Mostow; Obb-Infrastruktur Ag; Norwegian Railway Directorate; Padam Mobility; Azd Praha Sro; Norges Teknisk-Naturvitenskapelige Universitet Ntnu; Alstom Transport Sa; Mer Mec Ste Srl; Asociacion Centro Tecnologico Ceit; Hitachi Rail Gts Portugal Sa; Construcciones Y Auxiliar de Ferrocarriles Investigacion Y Desarrollo Sl; Chalmers Tekniska Hogskola Ab
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