FFL4E · Project

Hybrid Freight Locomotives That Run on Any Track — Electrified or Not

transportTestedTRL 5

Imagine a freight train that never needs to stop and swap engines just because the overhead wires end. Right now, when a freight train hits a non-electrified stretch of track, it has to switch to a diesel locomotive — wasting time and money. FFL4E built the technology for a single locomotive that runs on electric power where available, stores braking energy in onboard batteries, and uses that battery to keep going through the "dark" sections. Think of it like a hybrid car, but for trains hauling cargo across Europe.

By the numbers

158%

Capacity increase by inland vessels in last 15 years, vs only 3% for rail freight

Rail freight transport capacity increase in 15 years (via longer 740 m trains only)

50%

Truck transportation capacity increase in last 15 years

1500 m

Target train length enabled by remote-controlled distributed power

740 m

Current maximum train length standard

30%

Target road-to-rail freight shift by 2030 for distances beyond 300 km

50%

Target road-to-rail freight shift by 2050 for distances beyond 300 km

300 km

Distance threshold above which road freight should shift to rail

The business problem

What needed solving

Rail freight has been losing ground to road and inland waterway transport for over a decade. While trucks increased capacity by 50% and inland vessels by 158%, rail managed only 3%. A major bottleneck is that freight trains cannot run seamlessly across electrified and non-electrified track without stopping to change locomotives — adding cost, delay, and complexity that makes rail uncompetitive for many routes.

The solution

What was built

The project developed key technologies for hybrid freight locomotives including a validated battery demonstrator for onboard Li-Ion energy storage, remote control systems for distributed power enabling 1500-metre trains, energy recuperation from braking, and low-noise track-friendly running gear.

Audience

Who needs this

Rail freight operators running cross-border services on mixed electrified/non-electrified routesLogistics companies looking to shift long-distance cargo (300+ km) from road to railRolling stock manufacturers developing next-generation hybrid locomotivesRailway infrastructure managers seeking to increase line capacity without full electrificationPort and terminal operators needing last-mile rail solutions without diesel

Business applications

Who can put this to work

Rail freight operators

enterprise

Target: Private and public rail freight companies operating across multiple countries

If you are a rail freight operator losing time and money every time your trains hit non-electrified track sections — this project developed a hybrid locomotive concept that switches seamlessly between overhead electric power and onboard Li-Ion battery. That means one locomotive for the entire route instead of swapping engines at electrification boundaries, directly cutting turnaround time and fleet costs.

Logistics and supply chain

enterprise

Target: Large logistics companies moving goods over distances beyond 300 km

If you are a logistics provider struggling to compete with trucking on price and flexibility — this project enables trains up to 1500 metres long using remote-controlled distributed power, compared to the current 740-metre standard. Longer trains mean more cargo per trip, and the hybrid design opens routes that were previously diesel-only, giving you rail options where you had none.

Rolling stock manufacturing

enterprise

Target: Locomotive and rolling stock manufacturers looking for next-generation technology

If you are a rolling stock manufacturer needing to offer competitive hybrid traction solutions — this project produced a working battery demonstrator and validated energy recuperation systems for freight locomotives. The technology covers last-mile battery propulsion, peak shaving, and low-noise running gear, giving you a tested technology package to integrate into your product line.

Frequently asked

Quick answers

What would it cost to adopt this hybrid locomotive technology?

The project data does not include specific cost figures for the locomotive or licensing. However, the entire design targets improving the cost structure of rail freight — longer trains (up to 1500 m) and eliminating locomotive changes at electrification boundaries would reduce operational costs per tonne-kilometre. Contact the consortium for pricing details.

Can this technology work at industrial scale across European rail networks?

Yes, that is the core design goal. The consortium includes Alstom and 6 other industrial partners across 5 European countries. The locomotive is designed for cross-border operation on both electrified and non-electrified lines, with remote control enabling train lengths of 1500 metres — double the current 740-metre standard.

What is the IP and licensing situation?

The project was funded under the Shift2Rail programme and led by Alstom Transportation Germany. IP arrangements would follow Shift2Rail rules. With 7 industrial partners in the consortium, licensing discussions should be directed to Alstom as coordinator.

How does this compare to existing diesel-electric freight locomotives?

Current operations require locomotive changes when transitioning between electrified and non-electrified track. FFL4E eliminates this by combining overhead electric traction with onboard Li-Ion battery power. The system also recuperates braking energy and reuses it for traction, peak shaving, or powering auxiliaries — something conventional diesel locomotives cannot do.

What was actually demonstrated and tested?

The project produced a battery demonstrator as a key deliverable. The project ran from September 2016 to July 2019 with 10 consortium partners. The battery demonstrator validates the onboard energy storage concept for last-mile propulsion and energy recuperation.

Does this meet European rail regulations?

The project was developed within the Shift2Rail Joint Undertaking, which is the EU's dedicated rail research programme. The consortium includes major rail industry players like Alstom, suggesting alignment with European rail interoperability standards. Specific certification details should be confirmed with the coordinator.

Consortium

Who built it

This is a heavily industry-driven consortium with 7 out of 10 partners from industry (70%), led by Alstom Transportation Germany — one of the world's largest rolling stock manufacturers. The consortium spans 5 countries (Austria, Germany, Spain, Italy, Sweden), covering major European rail freight corridors. With only 1 research organization and zero universities, this was clearly an applied engineering effort aimed at building real hardware, not academic research. The presence of 2 SMEs suggests specialized component suppliers were involved alongside the major industrial players.

ALSTOM TRANSPORTATION GERMANY GMBHCoordinator · DE
TFK - TRANSPORTFORSK ABthirdparty · SE
DEUTSCHE BAHN AGparticipant · DE
DB INFRAGO AGthirdparty · DE
TRAFIKVERKET - TRVparticipant · SE
CAF POWER & AUTOMATION SLparticipant · ES
VIRTUAL VEHICLE RESEARCH GMBHparticipant · AT
DB CARGO AKTIENGESELLSCHAFTthirdparty · DE
AVL LIST GMBHparticipant · AT
FAIVELEY TRANSPORT ITALIA SPAparticipant · IT

How to reach the team

Alstom Transportation Germany GmbH — reach out to their rail freight innovation or Shift2Rail programme office

Order a report on this consortium See ALSTOM TRANSPORTATION GERMANY GMBH profile →

Next steps

Talk to the team behind this work.

Want an introduction to the FFL4E consortium? SciTransfer can connect you with the right technical contact at Alstom or their partner companies.

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