2022-12- Stadtverkehr(DE)

By Mr. Reinhard Christeller

“France wants to upgrade secondary lines (part 2)
With decree 2022-664, the French government has created the legal basis for derogating from the European interoperability rules on railway lines used exclusively for local passenger transport or for the transport of passengers and goods. In this case, at least the same level of safety must be proven according to the “globally at least equivalent” (GAME) principle. This allows for innovative and, above all, user-friendly and low-cost solutions, which are being developed as part of the strategy to accelerate the digitalisation and decarbonisation of transport. The decree merely sets the framework, but does not impose any concrete requirements, so that the greatest possible freedom is ensured for the various developments. This means that solutions such as those implemented in Germany under the LNT (“Leichte Nahverkehrstriebwagen”) directive will also be possible in France.
In this episode, we present one of the two projects, both under the aegis of the SNCF, with a series of partners. Within the SNCF Group’s Technology, Innovation and Projects Department, the “Draisy” project is led by the Innovation and Emerging Mobility Programmes Department, while the “Innovative Light Train” project, as part of an entity called “Tech4Rail”, comes under the Rail System Innovation Programmes Department and will be described in the next episode. For Draisy, there is a consortium led by SNCF, which is responsible for legal issues, operations and traffic, testing and approval of the system, as well as infrastructure, driver’s cab and vehicle interiors. Lohr Industrie is involved as the designer of the rolling stock, GCK Battery for the batteries, while Stations-e is responsible for the fast charging system on the platforms. With Draisy, the consortium has set itself the ambitious goal of developing a series-production-ready rail transport system by 2027 for the 200 or so branch lines totalling over 9,000 km, and possibly also for some of the additional 5,700 km of lines that are no longer in service today. A frugal approach that should reduce the costs per train-kilometre produced by about 60%. This requires radical savings in infrastructure, rolling stock, operations and maintenance. How can this be achieved?”

Download the article