All over Europe, there are rural areas that have lost almost a third of their population since the middle of the last centuryi, even though they actually offer a high quality of life. Forecasts predict that this trend will continue and even intensify, with the rural population halving again by 2040. In its vision for rural areas, the European Union has formulated ten climate neutrality goals, including ensuring efficient, accessible and affordable services and promoting economic initiatives.
This is where the Ecotrain system comes in, with a cost-effective and eco-friendly model for rural areas that already have existing railway lines. These lines are mostly underused or even closed, predominantly single-track and non-electrified, and generally in poor condition.
There are 9,137 km of such lines in France, 4,573 km in Germany, and it is estimated that there are around 50,000 km of such lines throughout Europe that have sufficient potential for revitalisation.
The aim is to:
- improve transport links and access to regional centres for the mostly ageing population,
- make rural areas more attractive to younger people through environmentally friendly and modern mobility,
- give new impetus to local tourism,
- improve low-emission freight transport for local agricultural and other businesses reducedand attract suitable industries,
- reduce car traffic and its emissions, and achieve savings for local authorities in the construction or expansion of connecting roads.
In summary, the aim is to contribute to the revitalisation of sparsely populated areas using existing infrastructure and modern, emission-free technology. Instead of rarely running trains with expensive drivers, or even on routes that have already been discontinued, Ecotrain aims to offer frequent, driverless, autonomous, fast and convenient transport for passengers and efficient freight logistics by rail to revitalise the local economy. Building on the existing rail infrastructure, modern technologies are to be used to make this possible in an environmentally friendly way. This is where Ecotrain differs greatly from other innovative solutions, where the focus is first on a new technology and only then is the system built around it.
However, this does not mean that Ecotrain will actually prevail, even if it can demonstrate sufficient safety. There are plenty of examples of failed experiments, such as the energy storage systems on vehicles like the Gyrobus, Citadis Rotterdam and Parry People Mover, the P30 monorail in Moscow, the guided buses in Nancy, Essen and Caen, and the more than 20 years of development of the NGT high-speed train by DLR. Ultimately, the question of bold political decisions and financing also arises, because failure cannot be ruled out, whether it is due to the technology, the costs or the acceptance of the undertakings or users. Ecotrain is therefore aware that not only operational suitability but a cost model that is convincing to the responsible authorities must be demonstrated, too.
The idea for Ecotrain was born in 2018. It came from Philippe Bourguignon, an engineer and manager from the French energy sector who had previously managed alternative energy projects. A consortium has been formed in France comprising:
- Socofer, the oldest French rolling stock manufacturer,
- Stratiforme Industries, an experienced manufacturer of high-quality fibre composite parts,
- Clearsy, a company that supplies safety systems for metros, trams and mainline railways,
- Syntony, a developer of satellite positioning applications,
- IMT Nord Europe, an engineering school specialising in 5G telecommunications, safety and intelligent driving systems,
- the engineering school IMT Mines Albi, which focuses on regional development issues
- the Technical University (UTC) of Compiègne.
Other organisations are contributing their expertise. The prototype vehicle was co-financed by the French government as part of ‘France 2030’ through ADEME (the French Environment and Energy Management Agency).
As a sign that the French government is taking rural exodus seriously, the Ecotrain prototype was showcased in mid-November as a groundbreaking transport concept at the ‘Fabriqué en France’ exhibition of innovative French technologies, where it was displayed in a prominent position in front of the Presidential Palace in Paris.
Its developer highlights the favourable development of regulations in France in accordance with Article 172 of the French Mobility Framework Law (LOM) of 2019. However, it emphasises that only private investment, modelled on motorway concessions in France, can provide the necessary funds and flexibility for this new economic model.
How is Ecotrain to be implemented?
The first step is to offer an attractive service for people and businesses on such lines. It is understandable that the railway is little used if intervals between trains are too long. Examples include the 72 km long, single-track, non-electrified line between the small towns of Brive-la-Gaillarde (population 46,000) and Périgueux (population 30,000) and seven stops along the route east of Bordeaux, on which seven trains run on weekdays and six on Sundays in just under an hour, but with intervals of up to 4.5 hours. By potentially utilising and extending two existing double-track sections and dismantling the remaining ones to create around 20 double-track islands, it would be easy to achieve half-hourly services here. This would reduce the cost of maintaining the track infrastructure. The double-track sections should preferably be located outside the stations and be several hundred metres long so that trains can pass each other while in motion. The stops would be single-track and allow boarding from both sides of the platform. With suitable design and safety measures at pedestrian crossing, underpasses and elevators would not be necessary. If the line is completely separated from other traffic at both terminus stations, it can be operated automatically without a driver in accordance with tram-like regulations under GoA4 (grade of automation 4). Ecotrain proposes a train control and safety system that is an improvement on today’s signalling technology. This is equipped with appropriate cameras on the vehicle side and quickly initiates braking in the event of obstacles on the track and eliminates driver reaction time. In addition, Ecotrain vehicles are equipped with magnetic rail brakes, which more than double the braking deceleration in the event of emergency braking. For level crossings with poor visibility and their surroundings, fixed detection devices for road users are installed, which can even predict collision risks and report them to the vehicle. With its automatic operation management, Ecotrain thus goes well beyond the safety requirements of the German LNT guideline.
Although there are no plans to operate Ecotrain on a profit-making basis, it is believed that government subsidies can be reduced by at least 30 % and up to 70 % per passenger kilometre. Compared to the use of drivers, staffing just a small control centre will initially account for the largest share of this cost reduction. In the above example, the largely simplified infrastructure would require a good dozen turnouts compared to the more than sixty used today, and optical signals, underpasses and elevators would no longer be necessary. To save energy, the vehicles are lightweight and energy-optimised. They also only stop on demand to avoid energy-intensive restarting and, outside rush hours, only run when there is registered demand. Solar cells above the tracks would ensure a high degree of energy independence.
For passenger transport, seats are provided for longer journeys to offer a level of comfort comparable to that of a private car, with standing room only for short journeys. During busy periods, the vehicles can operate in platooning mode as virtual trains with up to five units. As the stations are often located far from town, slow small cars with a maximum speed of 45 km/h, which can also be used by young people from age 14 and less agile people without a drivers’ licence, are to be integrated into the system for the ‘last mile’ on the road.
Ecotrain vehicles are designed so that all the railway technology is housed below the loading area, with either a passenger cabin or a superstructure for goods in the form of up to 16 pallets built on top.
Where the regional economy does not produce or require mass goods, but mainly smaller quantities in the form of palletised agricultural, artisan or industrial goods, or the increasing proportion of parcels – so-called microfreight – Ecotrain is a suitable mode of transport. The Ecotrain freight vehicles are to be loaded automatically during the short stopping time. Freight transport mainly takes place outside rush hours, but virtual trains can also be composed of passenger and freight vehicles.
The development of the system and its components is currently progressing rapidly. The development necessary for positioning and operational safety is carried out by Syntony, while the vehicle control system is being developed by IMT Nord Europe. The prototype vehicle from Socofer and Stratiforme is now ready for driving and braking tests in the Centre-Val-de-Loire region. Ecotrain is in dialogue with the Technical Service for Cableways and Rail-guided Transport (STRMTG), which is responsible for approval.
Ecotrain is part of a study by the Creuse department in the Nouvelle-Aquitaine region for the reopening of the Guéret – Felletin line and by the Occitanie region for the line between Albi and Auch, which is being examined by the Centre for Studies and Expertise on Risks, Environment, Mobility and Land Use Planning (Cerema) in comparison with other projects such as Draisy from Lohr Industries. A 2.6 km line near Le Muret, close to Toulouse, is being discussed for freight transport to avoid lorries driving through towns, and for passenger transport. Belgium and Poland have also shown interest in recent years.
17.12.2025
