Poland
Poland’s largest railway tunnel is being built under central Łódź – 21/04/2025 – The Austrian construction company PORR has been selected as the main contractor for building a new high-speed rail tunnel through the city of Łódź in Poland. The project involves the construction of a 4.6-kilometer double-track tunnel running between Retkinia and Łódź Fabryczna stations. This tunnel is a crucial element of Poland’s broader initiative to develop a modern high-speed rail network.
The contract is valued at approximately 1.76 billion zloty, (€412 million). The client behind the project is the state-owned Centralny Port Komunikacyjny (CPK), which is also responsible for the planned major airport and related transport infrastructure. According to CPK, this will be the longest and widest tunnel of its kind in Poland.
The CPK (Centralny Port Komunikacyjny) project in Poland is a major national infrastructure initiative combining a new central airport near Warsaw with a modern high-speed rail and road network. Scheduled for completion by 2032, it aims to improve domestic and international connectivity, reduce travel times, and boost economic growth. The project includes over 1,800 kilometers of new railway lines, connecting key cities like Warsaw, Łódź, Wrocław, and Poznań, making it one of Poland’s largest transport investments.
The tunnel under the city of Łódź is a cornerstone in the future high-speed rail route linking Warsaw with CPK, and eventually connecting further west to Wrocław and Poznań. Trains will be able to reach speeds of up to 250 kilometers per hour on these lines.
However, due to dense urban development above the tunnel route in Łódź, the maximum speed within the tunnel will be limited to 160 kilometers per hour. Despite this, it represents a major step in connecting central Poland with the western regions. Completion of the tunnel is expected to coincide with the opening of the new airport in 2032.
Challenging Construction in an Urban Setting – Given the tunnel’s route beneath a densely populated area, advanced engineering methods will be required. PORR will employ a tunnel boring machine with a 14-meter diameter—significantly larger than those used in previous Polish rail projects. To minimize risk to nearby buildings, CPK has already conducted over 70 technical studies. Meanwhile, Polish company Budimex is completing the launch shaft in Retkinia, scheduled for completion in May, with work already underway on the receiving shaft at Fabryczna station.​
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Norway/Denmark
Two candidates on the Oslo-Denmark route – 25/03/2025 – The Swedish rail operator Snälltåget is seeking to operate cross-border train services between Norway, Sweden, Denmark, and Germany. However, the Swedish operator is not the only candidate, as Norwegian railways are also interested in the same route.
The Norwegian government supports indeed night train services between Oslo and Copenhagen. The Norwegian parliament, Stortinget, wants an overnight rail connection to Danish capital Copenhagen to be introduced by 2030. The decision comes after a revised budget was approved in July 2024 by the parliament, containing a pledge to reintroduce a night rail service from Norway to mainland Europe. Currently, no direct daytime trains exist, and ferries are slow and expensive. Advocates argue that authorities underestimate the potential of night trains. In the past, a night train linked Oslo to Hamburg, twinned with a Stockholm-Hamburg train. It used Deutsche Bahn couchettes and sleeping cars.
Snälltåget’s expansion remains uncertain, relying on track access, rolling stock acquisition, and market conditions. Snälltåget has applied to the Norwegian Railway Authority (SJT) for permission to run these services. The application, submitted in January 2025 and supplemented in February, includes a request to operate 53 carriages and five locomotives, some already approved for use in Norway. A response is expected before summer.
Open access – Operating solely on ticket revenue, Snälltåget has run night trains within Sweden since 2007 and expanded to Berlin in 2012. Part of the Transdev group, it also runs seasonal night trains to Austria. In 2023, it received authorization to transport domestic passengers within Denmark and operate daytime services between Copenhagen and Aarhus. Whereas the Norwegian project is designed as a subsidised service, the details of which we don’t really know. It is not clear how the Norwegians will act in Sweden and Denmark, by open access or cooperation.
Challenges in Track Access – Snälltåget stated in March that securing attractive schedules remains uncertain due to Norway’s prioritization of public rail traffic. Norway awards passenger rail service contracts to state-owned operators such as Vy and Flytoget, as well as Swedish state-owned SJ and Go Ahead, making it difficult for an open-access operator like Snälltåget. However, it is astonishing that the Norwegian network managed by Bane Nor does not have a single train path available between the Swedish border and Oslo, twice a day (one in the morning, another in the evening). Of course, there has to be access available at Oslo station, which is not a huge station.
The idea of linking Oslo to Denmark, or even Hamburg, will in any case come up against the problem of rolling stock. In Norway, the public operator Vy (ex-NSB) does not have sleeper cars that can be used to connect with Denmark. And Snälltåget does not have sufficient rolling stock either, because the operator already runs a Stockholm-Berlin night train which mobilises all its available rolling stock. We will be following these issues closely and will see what the future holds. 🟧

Germany
Deutsche Bahn sells its ICE 3 trainsets – 15/03/2025 – The ICE3 series, Class BR 406 in Germany, is up for sale. Deutsche Bahn has added this type of train to the offers on its own sales platform and these are likely to be the first high-speed trainsets to be put up for sale in this way. This would potentially pave the way for a new ‘high-speed’ entrant without having to break the bank from the outset, who would only have to be satisfied with Germany, Belgium and the Netherlands, excluding France.
These 200 metre Siemens trainsets are strangely considered to be ‘ideal for operators wishing to expand into international traffic’. However, the 406s have experienced a number of technical problems over the last few years, particularly in the DC section, which calls into question the ideal aspect: Amsterdam is only accessible at 1500V and Brussels at 3kV, both DC.
The ICE 3M (‘M’ for multi-system) was designed for international services and only 17 trainsets were built between 1997 and 2001. Four of these were supplied to the Dutch operator NS. These were the first DB trainsets to adopt the concept of an integral self-propelled unit, i.e. without head-end and tail-end locomotives as on SNCF’s Alstom TGVs. The 16 traction motors are located under 4 of the 8 cars. These trainsets can run on the 4 usual currents: 15 + 25kV AC and 1500v + 3000v DC. Weighing in at 435 tonnes, the BR 406s can reach speeds of up to 330 km/h, and are approved for use in Germany, the Netherlands and Belgium.
In the configuration chosen by Deutsche Bahn, these trains can carry a total of 425 passengers. The interior design is particularly elegant. There are 91 seats for first class and 334 for second class. The restaurant seats 24.
The first international services were between Cologne and Amsterdam, in November 2000, with a later extension to Frankfurt. The same city was linked to Brussels-Midi via Cologne and Aachen from 15 December 2002. In order to run on the Belgian high-speed lines from 2004 (LN2), the BR 406s had to be limited to 250km/h because of ballast jets that could damage their hulls as they passed.
After a lengthy approval process, the 406 series trains were used for traffic to France from 2007. Six trains were converted for this purpose: they were designated ICE 3MF (also: series 406F). Their use came to an end in 2016 with the deployment of the 407 series units.
Over time, the BR 406s accumulated problems. Cancellations were not uncommon and hampered the smooth running of DB/SNCB and DB/NS cooperation. When you work together, you often defer to the owner, in this case Deutsche Bahn. The last few years, 2022-2023, were very difficult for the service. In the end, the BR 406s were replaced on services to Brussels and Amsterdam in mid-June 2024 by series 408 units (ICE 3 neo). The sale price has not been announced, however, and we wish the future purchasers every success in restoring the fleet to its former glory.
◼️ The sales site and contact person are available here.
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Poland
New business plan agreement signed for the high speed CPK project – 25/02/2025 – The state-owned company Centralny Port Komunikacyjny (CPK), tasked with building a huge high-speed network across the country, has signed an agreement with the consulting firm Ernst & Young (EY) to develop a business plan for financing and leasing trains for the planned high-speed rail network. The model is based on experiences from countries such as the UK, Germany, and the Nordic region.
Market and Financing Model Analysis – EY was selected through a procurement process to analyze the European train leasing market and propose the most suitable solutions for CPK. Their task includes a detailed study of rental rates, revenue potential, and an update of CPK’s financial model. EY may also prepare an investment memorandum for a potential private capital partner. “Developing a business plan for CPK’s train pool is a crucial step in preparing for the high-speed rail network’s operation. Acquiring trains and managing the fleet are essential to realizing the project,” says Maciej Lasek, Deputy Infrastructure Minister and government coordinator for CPK.
High Entry Barriers for Operators – Investing in high-speed trains is costly, and financial risks may deter operators from purchasing their own fleets. CPK’s train pool solution reduces this risk by offering modern trains through long-term leasing agreements.“Financing train acquisitions through a state-owned train pool makes it easier for operators to invest in new routes. They can lease high-standard trains adapted to the new infrastructure,” says Filip Czernicki, CEO of CPK.
Preparatory Analyses in 2024 – In 2024, CPK conducted several preparatory studies, including a passenger demand analysis with Arthur D. Little, an investigation into maintenance models and workshop locations with TÜV Rheinland, consultations with national and international operators, and legal and market liberalization analyses.
Timeline for the High-Speed Network – CPK is updating its train procurement schedule, aligning investments with the railway expansion plan. The Warsaw–CPK–Łódź line is set to be completed by 2032, while routes to Wrocław and Poznań are expected by 2035.
International Experience and Planned Train Categories – The train pool model has proven successful in countries like the UK, Germany, Sweden, Norway, and the Benelux region. The estimated project cost until 2032 is 8.7 billion zloty, with funding from bonds and commercial loans. CPK plans to procure three train categories: InterCity KDP: High-speed trains exceeding 300 km/h,Aero Express: Dual-system trains for airport routes, with a maximum speed of 200 km/h and InterRegio: Dual-system trains for regional connections, also with a 200 km/h limit.
Modernizing Poland’s Train Fleet – The average age of Polish passenger trains exceeds 30 years. Currently, only PKP Intercity operates high-speed trains, with 20 Pendolino units capable of reaching 250 km/h.
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Netherlands
Record number of tickets sold online: a move towards fewer ticket machines? – 05/02/2025 – Passengers are increasingly buying their train tickets online. Last year, incumbent operator NS recorded a record number of tickets sold via its app and website: around 20 million, compared with 12 million in 2019. The majority of train tickets are now purchased online, while the use of ticket machines has been declining significantly for several years. In 2024, around 13 million tickets were purchased from vending machines. Despite the low usage of some of these machines, NS is committed to maintaining at least one vending machine at each station. In the busiest stations, several machines will remain available, while those that are little used will be gradually withdrawn.
Tickets purchased online make it easy for travellers to buy a ticket quickly, wherever they are, without necessarily having to be in a station. For the past two years, it has also been possible to travel using a bank card, or thanks to the NS Flex offer, which enables travel on invoice without having to use the ticket machines. These innovations have led to a steady decline in the use of vending machines. Today, most passengers plan, book and pay for their journeys online, or use their bank card to access trains. NS predicts that this trend will continue to grow over the coming years. Over the past two years, NS has conducted research into the use of vending machines and analyzed the impact of temporarily deactivating little-used machines. The results show that this measure does not cause significant delays for passengers using the other available machines.
A vending machine at every station – To meet the needs of all passengers, the national operator nevertheless guarantees that there will always be at least one vending machine per station. The busiest stations will continue to have several. The company is closely monitoring their use, and will gradually remove unused machines, reusing their components to modernize the remaining ones. The new machines will offer additional functionalities, such as audio assistance for the visually impaired, and will accept cash payments as well as top-ups for current and future OV-chipkaart multimodal cards. Facilitating digital purchases – To encourage travelers to buy their tickets online, this year NS will install QR codes on their ticket machines to enable direct access to the purchase of a digital ticket, further simplifying the process.
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Denmark
Copenhagen’s S-Bahn trains ran with historic punctuality in 2024 – 18/01/2025 – In 2024, 96% of customers on Copenhagen’s S-Bahn arrived on time. These are the findings of a new report by public operator DSB. This is slightly higher than the figure for 2023 (95.9%) and represents the best result achieved by the S-Bane in recent times. Important point: DSB measures delays with a tolerance of three minutes, and gives more weight to trains with many customers than to half-empty trains. This gives a more accurate picture of the customer experience.
High punctuality and stable operations also attract attention outside Denmark. That’s why traffic planners from major foreign cities have visited Copenhagen to familiarize themselves with DSB methods. In 2024, the DSBs were visited by Transport for London and the German S-Bahn in Berlin, Frankfurt and Munich.
In recent years, DSB has launched several new initiatives to improve customers’ experience when traveling on S-Tog. In 2023, DSB and Banedanmark completed the upgrade of the S-Bane’s new digital signalling system. In addition, all 135 S-Bane trains were refreshed inside and out to make them more attractive. These initiatives have improved not only punctuality, but also the overall travel experience for customers.
Since 2009, the S-Bane has also had free WiFi, using WLAN technology. The logo is prominently displayed on the sides of the trains. DSB has also introduced new digital solutions that make it easier for customers to obtain information on rail operations. Thanks to the DSB app, passengers can receive real-time updates on their journey. This has increased customer satisfaction and confidence in S-banen Railways.
“Stability and punctuality are important to the S-Tog’s 300,000 daily customers. We are fully committed to this every day, and I think it’s really positive that 2024 is the year in which 96% of customers arrived on time,” says Tony Bispeskov, Head of Information. He continues: “We’re constantly working to improve train operations. The historically high punctuality is proof that our efforts are paying off. I’d like to thank our talented colleagues who work hard every day to ensure that our customers arrive safely and on time.”
Copenhagen’s S-Bane is considered one of Europe’s best S-Bahn systems. And its modernization is not yet complete. It will be operating without drivers from 2037, with a Grade of Automation 4, the GoA4, i.e. the highest grade. Ricardo Certification will accompany this disruptive technological evolution.
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Netherlands / Belgium
Amsterdam-Brussels: twice as many trains since December – 09/01/2025 – Since mid-December, SNCB and NS have extended the service that has been offered jointly by the two railway companies since 1957. What does it involve? It’s about the Train Benelux service which runs in two separate lines. A classic service limited to Rotterdam and a new, accelerated service to Amsterdam. The latter is intended, according to the Dutch, to offer an ‘alternative’ to the Eurostar, which dominates this 1h43 route.
To make things clear, the new service has two names. The existing IC link is now called EuroCity and only runs to Rotterdam-Centraal via Brussels-Central, Brussels-North, Brussels Airport-Zaventem, Mechelen, Antwerp-Berchem, Antwerp-Central, Noorderkempen and Breda. All the existing stops in Belgium therefore retain their links with the Netherlands. This train has more than 430 seats and can accommodate 8 bicycles. The cars are I11s with the Eurocity logo on the side, with Traxxs for traction (on the right in the photo).
The fast service is called EuroCity Direct and don’t passes either at Brussels airport nor at Breda. The stops are Brussels-Midi, Antwerp-Central, Rotterdam-Centraal, Schiphol and Amsterdam. This means that the entire journey takes just 2 hours 07 minutes on weekdays and 2 hours at weekends. However, these trains go to Amsterdam-Zuid, not Amsterdam-Centraal, and continue on to Lelystad, adding another destination to Brussels. These trains are operated using the new ICNGB (InterCity Nouvelles Génération Belgique) trainsets, which are Alstom Coradia Stream trains recently homologated in Belgium (on the left in the photo). These trains can reach speeds of 200km/h on the Dutch HSLs.
At 2 hours, the Eurocity Direct could compete with the Eurostars (ex-Thalys), which make the journey in around 1 hour 45 minutes. We have a special thought in this respect, as we remember the Fyra attempt in 2013, which was quickly aborted due to major defects in the reliability of the rolling stock (which is now running in Italy after a solid rebuild).
One important point: the EuroCity to Rotterdam can be used for journeys on Belgian domestic services (Mechelen, Antwerp), but not the Eurocity Direct to Amsterdam-Zuid. The cheapest saver fare between Brussels and Amsterdam is available from EUR 25. Buying a ‘saver’ fare requires you to book a specific train, unlike the ‘flex’ fare, which is a ticket for any train and is available from EUR 64.10 (2nd class).  
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USA
Convincing Republicans of the need for high-speed rail – 23/12/2024 – Advocates for high-speed rail are strategizing to gain Republican support by promoting projects through red-leaning districts. These efforts aim to overcome decades of partisan resistance and secure funding for rail lines capable of reaching 200 mph.
Republicans often criticize high-speed rail as wasteful, pointing to California’s beleaguered project, which faces significant funding gaps and delays despite over $3 billion in federal grants. Critics, including Vivek Ramaswamy and Elon Musk, highlight its inflated costs and inefficiencies, while GOP leaders question the feasibility of similar projects elsewhere. However, examples like Florida’s Brightline—a privately funded line connecting Miami and Orlando—are changing perceptions. Though not high-speed, Brightline has demonstrated economic success and utility, even attracting users among Trump’s staff. Meanwhile, projects such as Brightline West, linking Las Vegas and Los Angeles, and Texas Central, connecting Dallas and Houston, are reshaping Republican views. Brightline West received a $3 billion grant, and Texas Central was revitalized with $64 million for planning. GOP figures like Rep. Kay Granger and House Transportation Chair Sam Graves express cautious optimism for these projects.
Funding remains a significant obstacle, with no established mechanism for financing large, complex rail initiatives. Such projects require years of planning and span multiple administrations, complicating political and financial continuity.
Advocates argue that high-speed rail’s economic and environmental benefits justify public funding, noting that the U.S. spends more on highways and airports than rail infrastructure. Rep. Seth Moulton contends that prioritizing rail would meet future transit needs more cost-effectively.
Success hinges on completing a flagship project. “At some point, you need to pick a winner,” said railway expert Devin Rouse. A successful demonstration could pave the way for broader bipartisan support and future investments.
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Belgium
New connection Ouigo launched today between Brussels and Paris – 19/12/2024 – The inaugural run of the new Ouigo service from SNCF took place on Thursday 19 December. On this occasion, SNCB and SNCF Voyageurs reiterated their desire to offer a sustainable and comfortable alternative to more and more passengers.  After an absence of 28 years (except with Thalys), the town of Hainaut is reconnected with three daily trains to Paris, via Aulnoye, alas without a stop at St Quentin.
The first train on the OUIGO Train Classique route to Brussels left Paris Nord station this morning at 8.18am and reached Brussels-Midi station at 11.21am. Sales opened a fortnight ago and the train was almost fully booked. This new classic train service provides a three-hour connection, three times a day on weekdays and weekends in each direction, at key times of the day: in the morning, at midday and in the early evening.  Between the two capitals, the train stops at Mons station in Belgium, and at Aulnoye-Aymeries and Creil in France.
The SNCF’s Ouigo Classique service is distinguished by the use of classic trainsets, rather than TGVs as in France and Spain (and soon in Italy?). As the SNCF no longer has cars to international standards, the SNCB has become the subcontractor, supplying I11 cars released from the Ostend-Eupen services (a route that is receiving the new M7 cars). 10 Class 18 locomotives can run, thanks to KVB on board, in France as far as Paris. That’s all it took to make homogeneous 8-car trainsets, with the French operator’s ‘rose bonbon’ livery.
Prices range from €10 to €59 one way. In order to guarantee low-price tickets, even at the last minute, each sale takes place up to 6 months before the date of travel. On-board accompaniment and driving will be operated by a professional.
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USA
Fears ahead for high-speed trains in Texas? – 13/12/2024 – Efforts to establish high-speed rail in Texas face growing challenges as political opposition and funding uncertainties persist. Although recent years have seen progress—such as Amtrak reviving a high-speed rail project between Dallas and Houston and discussions to extend it to Fort Worth and Arlington—these ambitions face an uncertain future. The Biden administration’s backing of federal rail funding and increasing congestion on Texas highways have spurred interest in both high-speed and conventional rail. However, the return of a Trump administration, with no clear stance on rail expansion, and opposition from Texas GOP lawmakers are significant hurdles.
Despite challenges, some rail advocates see potential amid worsening roadway congestion and Texas’s projected $20 billion budget surplus. Peter LeCody of Texas Rail Advocates believes lawmakers may consider rail solutions as gridlock worsens. State Rep. John Bucy, an Austin Democrat, has proposed bills to allocate more state transportation funds to rail and other non-highway projects and to initiate a high-speed rail line along the crowded Interstate 35 corridor linking Dallas, Austin, and San Antonio. However, no operator or concrete plans exist yet.
The long-planned Texas Central high-speed rail project between Dallas and Houston also remains in limbo. Initially proposed in 2009, it envisions a train connecting the two cities in 90 minutes using Japanese high-speed technology. Amtrak revived interest in the project after leadership turnover at Texas Central, which had struggled to acquire necessary land. The route, ideal for high-speed rail, links two major metro areas over flat terrain. Yet, the estimated $30 billion cost, up from earlier projections, requires substantial federal and private investment, with no clear funding plan.
Resistance from Texas Republican lawmakers continues to obstruct high-speed rail. A 2017 law bans state funds for Texas Central, and new proposals aim to further limit state involvement and restrict eminent domain use for rail development. Meanwhile, the North Central Texas Council of Governments is exploring a privately funded high-speed rail line connecting Dallas, Arlington, and Fort Worth, potentially attracting private operators like Brightline.
Trump’s stance on passenger rail adds uncertainty. While critical of California’s high-speed rail efforts during his first term, he recently questioned why the U.S. lacks such infrastructure. Beyond high-speed rail, state and local officials are exploring conventional passenger rail expansions, including routes between Houston, San Antonio, Austin, and Dallas, while addressing urban transit and walkability to ease growing congestion.
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France
Trenitalia to link Paris to Marseille in 2025 – 29/09/2024 – Despite a disappointing financial performance on the French market last year, with losses estimated at nearly 30 million euros, Trenitalia is continuing its expansion strategy. The Italian railway company is currently finalising its project to serve the Paris-Marseille (Bouches-du-Rhône) high-speed line, with a launch scheduled for 2025. The new service will include two daily return trips, consolidating Trenitalia’s ambition to rival SNCF in France. ‘We are waiting for a final authorisation before deployment in 2025’, the company confirmed to the daily Le Parisien.
Until now, Trenitalia has operated mainly on the Paris-Lyon route, with five daily return trips. The Paris-Milan line, which opened in 2021, had been temporarily suspended due to a landslide in the Maurienne valley. The service is due to resume in 2025 at a date yet to be certified, which is hampering any development plans. At the same time, the opening of the Paris-Marseille route, with subsequent connections to Nice, Genoa and Milan, marks a crucial step in Trenitalia’s long-term establishment in the French market and beyond.
Incentive tolls to start with – To facilitate this expansion, Trenitalia will again benefit from a reduced toll rate from SNCF Réseau, easing the burden of tolls on the French rail network. These costs, which usually represent 40% of the ticket price, will enable the Italian company to adjust its fares and attract a wider customer base from the launch of this new route. It should be noted that this reduction is temporary and perfectly in keeping with French national law. Each new route inaugurated benefits from this reduction applied for a period of five years. It is designed to encourage new operators to enter the rail market by offering more advantageous entry conditions for starting up a project.
Trenitalia has already benefited from this reduction on the Paris-Lyon route (ending in 2026) and is therefore eligible for a second reduction on the Lyon-Marseille route only. After this period, Trenitalia will have to pay tolls at the standard rate, like other operators using the French rail network.
Future prospects and new destinations – Despite the financial challenges, Trenitalia remains resolutely focused on the future. In addition to the Paris-Marseille route, the company is planning new services, notably to Strasbourg, Brussels, London and Amsterdam. This expansion reflects Trenitalia’s determination to position itself as a key player in European rail transport, relying on competitive routes and quality service to capture significant market share from the competition. This is a far cry from the dusty Ferrovie dello Stato of the 80s and 90s, which projected a disastrous image of Italian railways. Italy has two companies operating high-speed trains: Trenitalia (a state-owned FS group) and NTV-Italo (private shareholders). The Italian model has become a benchmark for both the railways and the transport economy.
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Switzerland
Gotthard Base Tunnel fully reopened – 10/09/2024 – Almost 13 months after the derailment of a freight train on 10 August 2023, operation of the world’s longest railway tunnel (57 kilometres) has fully resumed. Since Monday 2 September 2024, the Gotthard Base Tunnel has been fully accessible to rail traffic. Passengers travelling from German-speaking Switzerland to Ticino and vice versa will have their journey time cut by an hour, with trains running every half-hour throughout the day. There will also be more capacity available for freight transport.
Complete closure – Remember: within an hour of the derailment, passenger trains between the German-speaking part of Switzerland and Ticino were routed via the ridge line. The next day, passengers had a stable timetable. The western tube was not affected by the disaster and was able to play the relief game. Just twelve days after the derailment, the first goods trains were able to run through the west tube again, and less than two months later, some passenger trains were also able to run through it. The number of passenger trains was gradually increased at weekends for leisure traffic.
Full reopening – At a press conference to mark the reopening of the world’s longest rail tunnel, Federal Councillor Albert Rösti, Ticino State Councillor Christian Vitta, Uri State Councillor Urban Camenzind and SBB CEO Vincent Ducrot emphasised the importance of the tunnel as a major north-south link in Europe and Switzerland.
‘The Gotthard Base Tunnel links not only German-speaking Switzerland and the Ticino, but also the north and south of the continent, and plays a central role in the mobility and movement of goods in Europe. It can now once again fully assume this important role’, said Federal Councillor Albert Rösti.
Passengers travelling from German-speaking Switzerland to Ticino and vice versa will benefit from a one-hour shorter journey time, with trains running every half-hour throughout the day. In addition, all direct trains to Italy have been resumed: in addition to Milan and Venice, Genoa and Bologna are once again accessible without changing trains from Switzerland.
The trinational link between Frankfurt and Milan has also been re-established, but it is now operated by the Giruno and passes through Zurich instead of Lucerne. For freight traffic, all trains will once again use the base tunnel. Rail freight customers will benefit from journey time savings of up to 60 to 75 minutes. Until recently, up to 20% of goods trains travelled via the ridge line.
‘We are delighted that our customers will once again be able to travel faster between the German-speaking part of Switzerland and Ticino, and benefit from even more frequent services. On behalf of SBB, I would like to thank them and our freight customers for their patience and understanding over the past 13 months. Many of our staff have been working under difficult conditions, day and night. I would also like to thank them from the bottom of my heart’ , said SBB CEO Vincent Ducrot. Uri State Councillor Urban Camenzind said: ‘For the canton of Uri, the Gotthard Base Tunnel is an important link with our neighbouring canton to the south. From now on, the main towns of our two cantons can be reached in just half an hour by train. We’re delighted about that.’
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Italy
RFI Tests an Autonomous Inspection Vehicle for High-Speed Lines – 28/08/2024 – RFI, the Italian infrastructure manager, has successfully tested its prototype of a fully autonomous driverless railway vehicle (URV), capable of mapping critical safety and efficiency issues on the country’s high-speed rail network.
The need for this vehicle was expressed by the company’s Safety Department and arises from the necessity to monitor sections of railway lines for inspection/surveillance activities of type D3 (problematic and dangerous), in the context of safety. Powered by advanced batteries, the vehicle can operate continuously for up to four hours and reach a speed of 200 kilometers per hour, without a driver. This allows it to quickly cover large sections of the railway network, thus optimizing the time required for inspection and surveillance tasks.
The project aims to achieve the following objectives:
• Surveillance and mapping of the scenario to enable the analysis of any critical issues for safety purposes;
• Real-time monitoring of the scenario through person/object detection systems for identifying threats of vandalism/sabotage;
• Safe inspections in critical or hazardous areas where human intervention would be risky, using the vehicle also as a transport support for specific and dedicated tools (e.g., rovers, robotic arms, etc.).
The URV must operate without interruption on high-speed railway lines equipped with Level 2 ETCS (European Train Control System) travel protection systems, with two driving modes considered:
• Autonomous driving: the vehicle is controlled by the ATO (Automatic Train Operation) system;
• Remote control: the vehicle is controlled by a remote operator.
The ATO system interfaces with the onboard ETCS systems to manage the vehicle’s movement within the limits imposed by the system, and with a Control and Surveillance System (SCS) that implements the functions of tracking, controlling, and monitoring the railway lines. The technologies planned for integration into the data acquisition system can be summarized in the following categories:
• Vision sensors in the visible spectrum (RGB);
• Vision sensors in the infrared spectrum (IR/NIR/IFR);
• Laser-based sensors (LiDAR).
Furthermore, as current data encryption techniques become increasingly obsolete with the growing power of the average computer, RFI has decided to use Quantum Key Distribution (QKD) on board the URV. The railway manager claims that this will ensure the security of its communications “through the principles of quantum mechanics and the transmission of information via single-photon light pulses.”
This two-axle URV measures 7.5 meters long and 2 meters high. Developed by infrastructure manager RFI, it was built by SNIAP. The operating system capable of functioning remotely or fully autonomously was developed by the Bruno Kessler Foundation and Embedded Systems. The battery system, which provides 4 hours of autonomy, was designed by the Politecnico di Milano.
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Great-Britain
Hitachi Rail secures clearance for €1,660m Thales GTS acquisition – 02/11/2023 – Hitachi Rail has been given clearance to proceed with its €1,660 million acquisition of Thales’ Ground Transportation Systems business end of october. The publication of the European Commission’s (EC) approval means that the deal has now received clearance from all 13 competition authorities which reviewed the acquisition. Prior to the European Commission’s clearance, the UK’s Competition and Markets Authority gave its approval for the deal on 4 October 2023.
The French group announced in August 2021 that it had reached an agreement with the Japanese industrial conglomerate Hitachi to sell it its “land transport systems” business for €1.66 billion. This branch, which includes rail signalling, as well as train control, telecommunications and rail supervision systems and ticketing solutions, accounts for almost 10% of Thales’s business. With operations in 42 countries and three headquarters in Germany, France and Canada, it employed 9,000 people at the end of 2022.
Number three in the rail sector behind Germany’s Siemens and its compatriot Alstom, Thales is unusual in that it does not produce rolling stock, which has led it to sell its signalling business, which is increasingly integrated into trains and metros rather than on the tracks. For its part, Hitachi is one of the companies behind Shinkansen, Japan’s high-speed train. At the end of August, Hitachi Rail employed some 14,000 people in 38 countries. In Europe, it had already acquired the Italian rail manufacturer AnsaldoBreda and the signalling specialist Ansaldo STS in 2015.
Following the positive feedback received in the context of the commitments’ market test, the Commission concluded that the transaction, as modified by the commitments, would no longer raise competition concerns. The decision is conditional upon full compliance with the commitments.
As a condition of securing approval for the acquisition, Hitachi Rail will divest its mainline signalling businesses in France and Germany. The UK’s Competition and Markets Authority (‘CMA’) has also reviewed the transaction. In order to address CMA’s concerns, Hitachi Rail also committed to divest its mainline signalling business in the UK. This reflects the concerns of the European Commission who showed that that by retaining its original signalling activities, Hitachi would have reduced competition and led to higher prices and less innovation in the markets for mainline signalling projects, including overlay and resignalling projects in both Germany and France as well as interlocking projects in France.
Thales said both divestments would be undertaken in accordance with all relevant processes and in consultation with the affected employees and their representatives.
(Source: various) 🟧 [Back to page Technologies & Energies]

Poland
Polish operator PKP is considering its dining cars – 09/12/2022 – The national operator PKP runs more than 5,000 trains in practically every month in which there should be restaurant or bar cars. For operational needs, PKP Intercity As of 17 November 2022, PKP Intercity had 82 dining carriages, of which 63 carriages are in working order, 4 carriages are undergoing repair operations. Most of the restaurant cars are in working order, but the carrier wants to sell as many as 15 of these cars. The company also wants to acquire 57 restaurant carriages, but its ultimate aim is to equip Combo carriages with snack machines.
The presence of a catering bar or restaurant car depends on the category of train. In accordance with the Company’s product strategy, the highest category trains, i.e. EIP and EIC, have a restaurant car with an extended catering offer in their line-up, the line-up of IC and TLK category trains includes bar cars, which have a limited offer and lower prices. According the marketing research, it seems that the majority of passengers choosing TLK/IC category trains do not intend to use the catering offer. – These studies also show that passengers are not guided by the availability of the catering service on board the train when choosing the train as their mode of transport.
This does not prevent Poland from investing. As part of its investment strategy with a perspective until 2030, PKP plans to purchase 57 restaurant carriages as part of the ongoing tender procedure for the supply of 300 carriages. The Company’s expected deliveries of new wagons are assumed to take place between 2025 and 2030, according the magazine Rynek-Kolejowy. The new carriages, if the plans shown in the visualisations can be realised, should bring a new quality of catering services to PKP Intercity. On some IC category trains that travel for more than 5h, the Company provides a catering service from a mini-bar trolley. Ultimately, the Company is planning to fill the gaps in the catering offer with a service provided via vending machines.
Interestingly, PKP Intercity is no longer planning to convert older passenger carriages into catering cars. This is different for 95 Combo coaches, which the carrier wants to acquire as a result of the modernisation of old coaches. In total, the company is to have 155 Combo coaches, which is all the more important as they are to be equipped with vending machines. This should provide access to catering on many of the operator’s trains.
Whether and when the company will finally succeed in selecting a supplier for the vending machines is a separate question, as the process has been going on for many months with no final outcome in sight, despite the fact that the machines were due to appear on depots as early as the third quarter of this year. The snack and coffee machines are also to form the catering facilities of the push-pull trainsets, which will not be equipped with the separate carriages or bar segments as from the Darts or Flirts trainsets.
(Source: Rynek-kolejowy) 🟧 Back to Poland or Long distance

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