From year to year, the network of excellent SNCF services is reduced. Under the leadership of the railway company and then the regions (which became authorities that organized their transport), many small or even small lines have been closed. For economic reasons (traffic too small and, therefore, an operational cost too high) or technician with tracks that, due to lack of maintenance, are no longer usable for security problems.
These small lines represent a third of the French rail network, or 9,137 km of small or non -electrified tracks, of which 5,700 are no longer exploited. Therefore, there is a real problem of regional planning that is part of the SNCF objective to double the number of travelers in ten years and decarbonation since current trains are promoted to diesel.
In addition, two million people live less than 15 minutes walk from a station served by an excellent service line in the territory. Therefore, small lines are a key asset to offer a lasting alternative to the car. These closures are increasingly clear in the populations in question at a time when the train is structured on trips. Ter traffic has jumped 42% since 2019. Especially because many other lines are also threatened with closure.
Following the Diesel Ter
However, the SNCF has been working for some years in the media to relive these small lines little or not exploited or even closed. With many industrial and technological partners, it develops a very light and darkening rolling stock that could circulate in closed or road lines. Why light team? Impossible (re) Circular conventional trains in these lines, this would have a cost too high for the regions (trains and modernization of infrastructure) given its low assistance.
Therefore, the idea is to offer small trains in batteries that can drive in small lines replacing the Diesel Ter at the end of life, but often large or in closed lines. As they are smaller and lighter, they are cheaper to buy, better dimensioned in traffic in these lines, less expensive for exploitation and, above all, allow less regeneration work in the line when it has been closed for a long time.
Drayy: Campaigns train
Developed with Industrial Lohr, SME GK Battery and Stations-E, as well as the Railenium Technological Research Institute, this new rail system is presented as a true “campaign train.”
100% electric, which weighs only 20 tons or less than half of a ter and can embark on 80 travelers, this train “is intended to replace diesel trains that will be removed from small lines by 2030/2035,” explains David Barrot.
“Above all, its weight makes it possible not to have to take the line as we would have to do for a heavy train that rolls more than 100 km/h, therefore, this train offers more facilities to reopen lines,” but it is not interoperable with the rest of the network.
Today, the drain is in tests, a phase that must be completed in 2027 before demonstrating in the Grand Est and then approved. The SNCF expects a marketing “early 2028”.
However, in a budget context obligated to regions whose financial maneuver is reduced, commercial perspectives for this equipment remain limited. If they exist for the renewal of the equipment, they are still limited for the reopening of the lines.
Flexy: The railway/road train for closed lines
Even smaller and light than Drayy, Flexy is destined to circulate in the 5,700 kilometers of small lines, mainly on a single track, which are not exploited now.
Designed by French Milla and the Railenium Research Institute, Flexy can take up to 12 people and circulate at a distance of 10 to 30 kilometers at a speed of at least 70 km/h on the railroad and 80 km/h on the road (respecting, of course, the speed limitations in force). With its 3.5 tons, Flexy is stored in the category of “very light trains”, and has the peculiarity of being able to travel in tar, but also on the railroads thanks to an ingenious hybrid wheel system (road/riel) developed by Michelin.
“Its objective is the reopening of small lines that cannot be exploited by Drayy, we are still at a lower level with a very low traffic (300 to 500 travelers per day) on roads that require a large investment to reopen,” explains David Barrot. Its main asset: “There is almost nothing to do on the track,” continues the manager and its cost: 300 to 400,000 euros.
Initially, it was even trying to go through road travelers in the municipalities, then join the railroad, but this perspective no longer seems to the agenda.
But for the concept to be viable, it must guarantee a certain frequency. As it is about mounting in unique forms, these ferries must draw this cross. Therefore, the SNCF and its partners have developed an ingenious system: flexy is able to change the railroad road and wait in an asphalt area to let a ferry pass in the opposite direction and then return to the track, thanks to its hybrid wheels.
Flexy Restes in the test phase and “There is still work in hybrid wheel technology, especially to stop and hold the rail,” specifies David Barrot. A new test campaign will be carried out in the Ardenas after a technical demonstration in a disused line, between Autun and Etang-Sur-Aroux, in the department of Saône-Et-Loire, in the Bourgogne-French-spray region.
Again, the market placement is scheduled for 2028. The fact is that its commercial potential is again limited. As we said, the finances of the regions are limited but also because this hybrid concept questions elected officials.
For the SNCF on the contrary, the potential exists. “We have identified about twenty lines in ten regions that would be eligible. In addition, it is a true oscillation knife, we can ask him to make military transport or circulate in green roads that were old railroads, flexy can also be used at the end of the line to prevent conventional trains from doing so,” says David Barrot.
Telli: Most of the little trains
This light material aims to replace the small Diesel of Ter at the end of life ensuring the maintenance of smaller links thanks to an acquisition and a lower operational cost than a new ter. These lines are very little circulated and not very profitable. 100% Decobon, is fed by batteries whose autonomy could reach 200 kilometers. You can embark 74 places. Intropeable, it can reach large stations in lines of the main network taken by other types of trains. It was developed by a consortium that brought together 11 partners such as Thales, CAF, Wabtec, Alstom, Capgemini …
“Telli intends to replace the smallest smooth ones and safeguard the existing lines,” explains François Agyer, director Technologies Innovation and Projects Group in SNCF, “there are more than 300 of these smooth ones in circulation in France.” Therefore, this train is aimed at a broader market with a 30% operational promise of operational savings for the regions. Obviously, it is more expensive than Déry and even if it is lighter than a Ter, if the clues are too fragile, it will not be able to drive on it.
“These are the regions that will decide, but this train brings numerous innovations, a decarbonization and complete savings. The financing is in the heart of this project, it can go through the state regions agreements,” continues François Agyer. But with the regions that seek to improve their railroad offers while saving money and will necessarily have to separate from their little Ter, the potential is there. However, Telli is not expected in the rails before 2029.
Source: BFM TV
