Ankara, Turkey
Ankara, Turkey

Genel Energy plc is an oil company with a registered office in Jersey and field office in Turkey. It has its exploration and production operations in Iraqi Kurdistan with plans to expand its activities into other Middle East and North African countries. The company owns rights in six production sharing contracts, including interests in the Taq Taq, Tawke, and Chia Surkh fields.Genel Energy was created in 2011 as a result of the reverse acquisition of Turkish Genel Enerji by Tony Hayward led investment company Vallares. Vallares was set up by Tony Hayward, financier Nat Rothschild and banker Julian Metherell. Genel Enerji was controlled by Mehmet Emin Karamehmet through Çukurova Group and Mehmet Sepil's family . In 2009, Genel Enerji planned merger with Heritage Oil; however, the deal subsequently collapsed.Tony Hayward is CEO of Genel Energy while former CEO of Genel Enerji Mehmet Sepil became President of the company. The Board includes former deputy chief executive of BP and chairman of Petrofac, Rodney Chase.The company is listed at the London Stock Exchange. 50% of Genel Energy is owned by investors of former Vallares, which has merged with Genel Energy. Wikipedia.

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Grant
Agency: European Commission | Branch: FP7 | Program: CP | Phase: SEC-2010.2.1-1 | Award Amount: 40.00M | Year: 2011

SECUR-ED Project federates, with a delegated management and in a balanced manner, major operators and top industrial integrators to enhance the security of urban public transportation in medium and large cities, through live demonstrations. Based on the best practices, in a very diverse societal and legacy environment, SECUR-ED will aggregate a consistent and interoperable mix of technologies and processes, covering all aspects, from risk assessment to complete training packages. SECUR-ED rationale is to create a global European improvement in mass transportation security through the development of packaged modular solutions validated through the demonstrations, and made available to the full community of operators. The process will follow a strict methodology to translate the threats into a system-of-systems architecture and interoperability language, as well as in assessing the results obtained. The different modules (made up of best practices, procedures, training and hardware and software) are selected and packaged with standard interfaces, ready to be integrated. Similarly standard interfaces are developed to host such modules in the legacy transport infrastructures. With a good coverage of the diverse priorities, integration is performed in the networks of four cities (Madrid, Paris, Milan and Berlin), validating the security enhancement packages, becoming a showcase of this unique European initiative. This is only the start point: a set of medium size cities will then use the above tool-kit to assess their risks and design their own solutions through adapted demonstrations, staff training to best practices, technical upgrades To amplify the process, with the support of the professional associations, the Advisory Groups (Operators, First responders and Authorities) will conduct an active dissemination of the project results to the community of urban transport stakeholders in Europe.


Grant
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP3-02-2016 | Award Amount: 7.29M | Year: 2016

IN2SMART represents the 1st proposal of the Shift2Rail members referred, according to MAAP, to the following Technology Demonstrators (TDs): TD3.7 Railway Information Measuring and Monitoring System (RIMMS), TD3.6 Dynamic Railway Information Management System (DRIMS) and TD3.8 Intelligent Asset Management Strategies (IAMS). These TDs will deploy an overall concept for Intelligent Asset Management based on the following three main interlinked layers: Measuring and Monitoring systems to collect data from the field related to the railway assets status: IN2SMART will develop unmanned systems for remote monitoring; track geometry, switches & crossings and signalling monitoring systems; innovative measurement of train parameters and wheel defects combined with rolling stock identifications systems. Data management, data mining and data analytics procedures to process data from the field and from other sources: IN2SMART will develop standard open interfaces to access heterogeneous maintenance-related data; analytic tools to automatic detect anomalies, discover and describe maintenance workflow processes and predict railway assets decay towards prescriptive maintenance. Degradation models and decision making tools to support maintenance strategies and execution: IN2SMART will lay the foundation of a generic framework for asset management and decision support process. This framework will specify the scope, objectives, workflow and outcomes of the decision-making process for maintenance interventions planning, and will be the enabler for the development of future decision support tools and systems. IN2SMART will also develop an optimised tamping tool and a robot platform for maintenance works. IN2SMART will complement the work of the IN2RAIL lighthouse project to reach a homogeneous TRL4/5 demonstrator. The following Grant will start from IN2SMART to reach the final Integrated Technology Demonstrators that will deploy the overall concept of Intelligent Asset Management.


Grant
Agency: European Commission | Branch: H2020 | Program: Shift2Rail-RIA | Phase: S2R-CFM-IP3-01-2016 | Award Amount: 2.80M | Year: 2016

Research into Enhanced Track, Switches and Structure The railway of the future needs to meet the predicted growth in societal demand in terms of capacity and service, address the environmental challenges of the 21st century, and enable the political objectives of the European Union. IN2TRACK is to set the foundations for a resilient, consistent, cost-efficient, high capacity European network by delivering important building blocks that unlock the innovation potential that have been identified as part of the Shift2Rail Innovation Programme 3. Overall objectives of IN2TRACK are divided into three parts; Enhancing and optimising the switch & crossings and track systems in order to ensure the optimal line usage and capacity; Investigating novel ways of extending the life of bridges and tunnel assets through new approaches to maintaining, repairing and upgrading these structures; Development and adoption of a holistic, whole system-approach. A whole-system approach, which is defined as the system boundaries extending from dynamic wheel-rail interaction (loading input) through to degradation of the S&C system, sub-systems, individual components, and underlying track foundation, will also be at the heart of IN2TRACK on how to reach the objectives. This IN2TRACK proposal addresses each of the areas identified in the H2020-S2RJU-2016-01 call. IN2TRACK is fully aligned with Shift2Rail IP3 in its objectives, approach, and ambition; addressing early enhancements and innovation opportunities.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2011.5.2-6. | Award Amount: 4.33M | Year: 2011

Growth in demand for rail transportation across Europe is predicted to continue. Much of this growth will have to be accommodated on existing lines that contain old infrastructure. This demand will increase both the rate of deterioration of these elderly assets and the need for shorter line closures for maintenance or renewal interventions. However, interventions on elderly infrastructure will also need to take account of the need for lower economic and environmental impacts. This means that new interventions will need to be developed. In addition tools will need to be developed to inform decision makers about the economic and environmental consequences of different intervention options being considered. MAINLINE proposes to address all these issues through a series of linked work packages that will target at least 300m per year savings across Europe with a reduced environmental footprint in terms of embodied carbon and other environmental benefits. It will: - Apply new technologies to extend the life of elderly infrastructure - Improve degradation and structural models to develop more realistic life cycle cost and safety models - Investigate new construction methods for the replacement of obsolete infrastructure - Investigate monitoring techniques to complement or replace existing examination techniques - Develop management tools to assess whole life environmental and economic impact. The consortium includes leading railways, contractors, consultants and researchers from across Europe, including from both Eastern Europe and the emerging economies. Partners also bring experience on approaches used in other industry sectors which have relevance to the rail sector. Project benefits will come from keeping existing infrastructure safely in service through the application of technologies and interventions based on life cycle considerations. Although MAINLINE will focus on certain asset types, the management tools developed will be applicable across a broader asset base.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2013.5-3. | Award Amount: 3.67M | Year: 2013

The EU Ecolabel identifies products and services that contribute to sustainability because they have demonstrated a reduced environmental impact throughout their life cycle. There are already more than 17,000 EU Ecolabelled products on the market, but there are no references for road products and infrastructures The concept of the ECOLABEL project arises from the necessity of a new, green, holistic and EU-harmonised ecolabeling methodology integrating by a Life Cycle Engineering approach: environmental indicators along with the economic, technical and social aspects, for the assessment of future and existing road infrastructures, as well as their construction materials such as asphalt mixtures and cement-based materials. This methodology, together with a guide for road eco-labeling and a multi-criteria software tool to be developed, will define eco-labels and provide recommendations to improve the label achieved, supporting and motivating relevant stakeholders and industry in order to include greener, more cost-effective and safer technologies in their road construction, maintenance and renewal projects. In order to achieve the expected results a complete work plan has been performed. This plan that will move from the definition of the new ecolabelling methodology considering existing relevant labelling approaches, plus the analysis of road products, to the development of guidelines and of a software tool that thanks to the direct involvement of CEN in the project, will motivate future EU-harmonized labelling approaches for roads that would grant the implementation of the ECOLABEL results. The ECOLABEL project will contribute to the implementation of European policies and strategies, boosting the integration of transport in sustainable development promoting technologies and materials that reduce pollutant emissions and the use of natural and financial resources.


Grant
Agency: European Commission | Branch: FP7 | Program: CP | Phase: SST.2013.2-2. | Award Amount: 15.00M | Year: 2013

In 2011, the White Paper on European Transport reasserted how fundamental transport was for society, for the mobility of European citizens and for the growth and vitality of the European economy. CAPACITY4RAIL will deliver research that is innovative, prepares rail for the future and takes into account results from previous research projects and programmes. The project builds on previous useable results and will deliver both technical demonstrations and system wide guidelines and recommendations that will be the basis for future research and investment, increasing the capacities of rail networks in the future. The time used for infrastructure monitoring, maintenance and renewal means down time. New concepts for low maintenance infrastructure, using standardized and plug-and-play concepts will be proposed. Non-intrusive innovative monitoring techniques or self-monitoring infrastructure will be investigated, allowing low or no impact on train operations. The fragility of some key component of the infrastructure system (especially in extreme weather conditions) such as switches may impact the efficiency of the whole system. The resilience of switches to any kind of known failure will be reinforced, as well as the ability of the operation system to recover from incidents. Capacity enhancements will also be achieved by higher speed freight vehicles, allowing an optimized interleaving of freight trains into mixed traffic, and improved planning models for operation. Intermodal integration within the global transport system will be improved through enhanced transhipment of passengers and freight. CAPACITY4RAIL will also look towards 2030/2050, by proposing guidelines for future deployments in the mid-term, recommendations for technologies to de developed and deployed in the long term and investigating the key opportunities for funding these within national and EU funding schemes.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: AAT.2012.6.2-4. | Award Amount: 2.79M | Year: 2012

The Air Transport in general and the Air Traffic Management system are formed by a high number of elements, human, organisational and technological, that interact with each other creating a unique system of intrinsic complexity. The variability of the initial conditions and the high number of potential scenarios makes the system performance particularly difficult to predict. As a consequence, the propagation of perturbations and disruption, and the understanding of the allocation of resources needed to mitigate those undesired phenomena, represent a major challenge in today system design. Technological and procedural solutions are being investigated in a number of research projects, but the adaptability of the system to perturbations has proven a demanding research topic that Europe needs to address to understand the how to build a future operational concept resistant to these undesired events. There is no definition of resilience in air transport yet and therefore there are no unique metrics for it. Potentially, different metrics take into account different aspects of the resilience of the system. Therefore it is important to develop metrics quantifying the level of resilience of the system and the likelihood of an (undesired) emergent phenomenon to propagate throughout the system without an exact understanding of the different mechanisms to mitigate it. The Resilience2050.eu proposal presents a research project that leans on the analysis of the resilience concepts, analyses the current system behaviour focusing on the propagation of undesired events and builds the future ATM concept designed to adapt to disruptions and perturbations, providing a methodology to address the resilience of the system, including a solid quantitative assessment.


Grant
Agency: European Commission | Branch: FP7 | Program: CP-FP | Phase: SST.2010.5.2-3. | Award Amount: 4.29M | Year: 2011

Modern manufacturing techniques and logistics require reliable, time sensitive delivery of lower density and higher value goods. This presents a market opportunity for rail freight to grow, partly due to increasing congestion on roads, and mainly due to the need for reliable and environment friendly transport of goods. At the same time, to meet customer requirements, rail freight has to rise to the challenge of needing to be reliable and available, as well as complying with other market demands. Depending on the market segment these may be faster transport time, specialised goods systems, tracking and tracing, greater flexibility, lower prices or premium services. Furthermore in congested situations rail freight may have a competitive advantage compared to other modes of traffic.SPECTRUM will develop a railfreight train that provides a higher speed service for high value, low density and time sensitive goods with the performance characteristics of a passenger train. SPECTRUM takes a longer term, radical and first principles approach to deliver a new railfreight offering that can compete with road and air in the growing sectors of logistics where railfreight has traditionally little to offer. We shall work towards a freight train that: Behaves like a passenger train in terms of speed, acceleration, braking, momentum: allowing full scheduling on urban and sub urban train networks;Has a standardised and universal power supply system for the delivery of power to temperature controlled containers (reefers) in a controllable fashion.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-8.1a-2014 | Award Amount: 3.88M | Year: 2015

Structural Health Monitoring (SHM) is expected to play a predominant role in the management of the transport infrastructure. Yet, SHM techniques continue to rely on point-based, as opposed to spatial, sensing requiring a dense network of these point-sensors increasing considerably the monitoring cost. Additionally, commercially available, strain sensors cannot measure strains beyond 1% to 2% and, thus, are not able to provide an alarm for an imminent catastrophe. SENSKIN aims to: (a) develop a dielectric-elastomer and micro-electronics-based skin-like sensing solution for the structural monitoring of the transport infrastructure that will offer spatial sensing of reversible (repeated) strains in the range of 0.012% to more than 10%, that requires little power to operate, is easy to install on an irregular surface, is low cost compared to existing sensors, allows simple signal processing and includes the ability of self-monitoring and self-reporting. (b) use the new and emerging technology of Delay Tolerant Network to secure that strain measurements acquired through the sensing skin will reach the base station even under extreme environmental conditions and natural disaster events such as, high winds or an earthquake, where some communication networks could become inoperable. (c) develop a Decision-Support-System for proactive condition-based structural intervention under operating loads and intervention after extreme events. It will be based on an accurate structural assessment based on input from the strain sensors in (a) above and will examine the life-cycle economic, social and environmental implications of the feasible rehabilitation options and the resilience of the infrastructure to future changes in traffic demand that these options offer. (d) implement the above in the case of bridges and test, refine, evaluate and benchmark the monitoring system (integrated a and b) and package (integrated a, b and c) on actual bridges.


Grant
Agency: European Commission | Branch: H2020 | Program: RIA | Phase: MG-2.1-2014 | Award Amount: 5.47M | Year: 2015

The Needs Tailored Interoperable Railway project (NeTIRail-INFRA) focuses on infrastructure challenges affecting the large number of people and the large geographical proportion of Europe (especially recent accession countries) that are served by conventional rail lines. These lines have huge potential for a step change in productivity which must be addressed to ensure economic viability. The work will address growing demand for already busy services, and future growth of under utilised lines, with technical solutions for track, power supply and support of new smart services. Technical developments in NeTIRail-INFRA will focus on modular infrastructure, i.e. standard designs with multiple application in different locations, thereby reducing planning cycles, enabling a lean design process for new installation and retro-fit. Accompanying economic and social impact research is packaged as decision support tools to implement the findings in management of the rail network. Holistic treatment of the economy of operation will be developed, including societal impacts of rail investment decisions, to increase attractiveness of rail for all passenger categories. This focus differentiates NeTIRail-INFRA from purely technical development projects and will ensure its outputs have a real market, and achieve genuine impact. The project targets the Shift2Rail priorities of enhancing capacity, increasing the reliability and quality of services, and significantly reducing life cycle costs, and supports the Transport White Paper Roadmap to a Single European Transport Area target that by 2050 the majority of medium-distance passenger transport should be by rail. The project targets reliability/availability up ~20%, capacity utilisation of 70-90%, and recurrent costs down 25-45%. Alongside its impact on transport, the skills developed in the project will allow European businesses and researchers to export their knowledge to wider markets, supporting EU competitiveness and growth.

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