Italy
The positive results of Italian high-speed rail on the Milan-Rome route – 10/09/2025 – In recent years, the Rome–Milan corridor has become a standout example of how high-speed rail can transform intercity travel.
Today, rail travel commands a clear majority share: Frecciarossa high-speed services alone carry approximately 56 % of passengers between Rome and Milan, compared to 32 % of travelers opting for air transport and only 12 % driving by car. This shift underlines the railway’s efficiency, convenience, and growing appeal.
The arrival of new entrants like Italo shows that rail’s share can climbed further, indicating that competition and service quality have played critical roles in drawing passengers away from airplanes and private vehicles.
Italo, the private high-speed rail operator in Italy, captured about 16.8 % of all the passenger market between Milan and Rome. Trenitalia remains the dominant provider on that corridor.
Trenitalia has consistently argued that the arrival of Italo did not lead to a net loss of passengers but instead expanded the overall market for high-speed rail in Italy. Before liberalization in 2012, the Rome–Milan corridor was already one of Europe’s busiest. With competition, both operators improved frequency, service quality, and pricing strategies, making trains more attractive compared to air travel.
Trenitalia points out that the modal shift away from aviation and private cars has fueled growth in rail demand, meaning Italo’s market share came largely from travelers who previously flew or drove rather than from Trenitalia’s existing customers. The company stresses that its Frecciarossa services have continued to grow passenger volumes, especially by appealing to business travelers and premium segments. In effect, competition spurred innovation and boosted the total high-speed market, allowing Trenitalia to remain the leading operator without suffering significant erosion of its ridership base.
For policymakers and transport planners, the Rome–Milan case highlights how expanded high-speed networks, coupled with open competition, can catalyze modal shifts toward greener and more efficient transit.
By investing in rail speed, frequency, and service quality, countries can reduce reliance on road and air travel—even on busy corridors—shaping a future where rail is not just viable but preferred.
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USA
NextGen Acela Launches, Ushering in a New Era of U.S. High-Speed Rail – 28/08/2025 –
August 28, 2025, marked the much-anticipated debut of Amtrak’s NextGen Acela high-speed trains along the Northeast Corridor, connecting Washington, D.C., New York City, and Boston. Inaugural rides took place early yesterday—departing at 5 a.m. ET from Washington and 6 a.m. ET from Boston—and featured remarks from Amtrak President Roger Harris, Board Chair Tony Coscia, and Transportation Secretary Sean Duffy.
With a design capable of 257km/h (160 mph—a 10 mph improvement over its predecessor)—the NextGen fleet represents the fastest train service in the U.S. However, due to existing infrastructure limitations—aging tracks, signaling, and corridors shared with freight—actual travel times have not yet improved and may even exceed those of older Acela services.
It should be noted that the Acela runs on conventional tracks, not specialised tracks as in other countries with high-speed rail systems. The American train is indeed capable of reaching maximum speeds of 240 km/h over just 54.6 km of the 735 km route: in Rhode Island between Kingston and Cranston, where the Acela can reach its maximum speed of 240 km/h. And Massachusetts in certain areas around Mansfield, where the train can also reach speeds of up to 240 km/h. Amtrak acknowledges that schedule adjustments and infrastructure upgrades will gradually unlock time savings.
Amtrak introduced five of the brand-new Avelia Liberty trainsets, built by Alstom in Hornell, New York, using components sourced from over 180 suppliers across 29 states—supporting around 15,000 U.S. jobs. These NextGen Acela trains offer 27% more seating capacity and feature modern, passenger-friendly amenities such as wide ergonomic seats, 5G-enabled Wi-Fi, USB ports, individual power outlets, and reading lights. The onboard dining experience is also enhanced, with a renovated Café Acela and cart service in Business Class.
Rolling out through 2027, this fleet marks a pivotal step in Amtrak’s broader modernization efforts—including new Airo trains and upgraded long-distance rolling stock. This launch signals a bold leap forward in U.S. rail, blending modern comfort and speed while spotlighting the urgent need for infrastructure investment to fully capitalize on the NextGen Acela’s capabilities.
⬛ To be read intensely Amtrak Acela NextGen
⬛ More read: What exactly High Speed Train?
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Italy
The FS will install ERTMS on 442 trains and locomotives – 27/08/2025 – The deployment of the ERTMS (European Rail Transport Management System) on FS Italiane Group trains is progressing rapidly and efficiently. The total investment of €70 million, partially co-financed by the European Connecting Europe Facility (CEF) – Transport 2014-2020 and 2021-2027 programmes, will enable the modernization of 442 locomotives.
The technological upgrade covers 382 Trenitalia trains (272 regional, 74 Intercity/Eurocity, 36 High-Speed trainsets) and 60 FS Logistix locomotives. The installation of approximately 2,000 onboard systems for Trenitalia will be completed by 2030, while FS Logistix will be finalized by 2033. Newly built Mercitalia Rail locomotives, TX Logistik units, and part of the Mercitalia Shunting & Terminal fleet will also be equipped with ERTMS.
“The deployment of ERTMS onboard trains represents a crucial step, fully integrated with the initiatives that FS Group is implementing across the railway network. This operation is essential to ensure interoperability between onboard and infrastructure technologies, allowing each train to benefit from a substantial improvement in service quality, both in terms of safety and innovation. The project is fully aligned with the FS Group Strategic Plan 2025–2029, which targets 100% coverage of the Core Extended Network with ERTMS by 2040,” stated Stefano Antonio Donnarumma, CEO of FS Group.
The European Rail Traffic Management System (ERTMS) is a standardized signaling and control system designed to enhance cross-border rail interoperability and safety in Europe. Its key component, the European Train Control System (ETCS), replaces diverse national train protection systems with a unified standard. ETCS continuously supervises train speed and movement through balises, radio communication GSM-R (soon FRMCS), and onboard equipment, ensuring safe operation and reducing reliance on traditional trackside signals. his system offers the best in terms of safety and has never been subject to accidents like those seen with traditional trackside signaling.
⬛ To be read intensely ERTMS / ETCS
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Spain
Catalonia Will Have Its Own Railway Company – 29/07/2025 – The Council of Ministers authorized on Tuesday the creation of the new mixed company Rodalies de Catalunya S.M.E., S.A., which will be responsible for operating commuter and regional train services in Catalonia.
At the press conference following the Council of Ministers, Minister Óscar Puente emphasized that the authorization of this public company marks progress in the government’s commitment to “dialogue, transformation, and cohesion of the railway system, and to improving service for the public.”
Structure of the Company – The new company, headquartered in Catalonia, will be jointly owned by the Generalitat (49.9%) and Renfe Viajeros S.A. (50.1%), with an initial capital of 2 million euros. The Renfe Group will provide all necessary resources to deliver the service, including trains, facilities, properties, rights, obligations, and legal relationships.
Rodalies de Catalunya will be based on a co-governance model. Its mission is to manage and provide passenger rail transport services. The Board of Directors will consist of four members appointed by the Spanish State and five by the Catalan Government, one of whom will be chosen as president.
This setup ensures the continuation of national safety standards and coordination with the broader Spanish rail network, while safeguarding workers’ rights as agreed with unions and outlined in Renfe’s collective agreement.
A Historic Milestone and Improved Service – The creation of this new company fulfills an agreement between both governments and reflects a shared will to collaborate in service provision. Minister Puente stressed that the new company is the result of “intense technical and political work between the Generalitat and the Spanish Government.” It also represents a step toward the Generalitat’s direct management of railway services, a responsibility granted by the Statute of Autonomy of Catalonia. Until 2025, the Generalitat has overseen fare structures, timetables, and service inspections.
This move aims to improve operational efficiency, enable faster decision-making, ensure localized management, and enhance collaboration with users and employees.
Customer service will also improve through better incident communication in stations, trains, and social media. The company will aim to raise standards of quality, satisfaction, and comfort.
Following the Council’s approval, Puente stated the company is expected to be formally registered before December 31, 2025. Full service operations should begin in 2026.
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USA
Proposed merger between Union Pacific (UP) and Norfolk Southern (NS) – 25/07/2025 – The potential merger between Union Pacific (UP) and Norfolk Southern (NS) represents one of the most significant consolidation moves in the U.S. railroad industry. UP, operating primarily west of Chicago, and NS, serving the eastern U.S., control critical segments of the national freight rail network. Their combination would create a transcontinental railroad spanning coast-to-coast, improving operational efficiencies by eliminating costly interchange points, notably around Chicago, a major rail hub.
Historically, U.S. railroads have declined since track mileage peaked in 1916, coinciding with increased government investment in highways favoring trucking. While rail remains cost-effective for bulk commodities like coal, it has struggled to monetize the growing intermodal freight segment—containers transported via rail and other modes—which constitutes roughly 50% of volume but only 20% of revenue.
Industry consensus has shifted towards consolidation, predicting the four major U.S. Class I carriers will likely consolidate into two dominant entities. Vena recently expressed strong support for this, with UP now negotiating a potential merger with Norfolk Southern, diverging from earlier expectations favoring CSX. Such a merger would likely prompt a reciprocal combination between BNSF and CSX, potentially revitalizing the sector despite complex regulatory and operational challenges.
This consolidation aims to enhance service reliability, reduce transit times, and increase capacity, especially for intermodal freight (containers transferred between rail, truck, and ship), which has grown substantially but remains less profitable. By integrating their networks, UP and NS could offer seamless freight movement across the country, potentially boosting rail’s market share in long-haul logistics.
Union Pacific (UP), alongside Berkshire Hathaway-owned BNSF, controls the western rail network beyond Chicago, while Norfolk Southern (NS) and CSX dominate the eastern corridor. Complementing these are two Canadian Class I railroads—Canadian Pacific Kansas City (CPKC), formed via the 2023 merger of Canadian Pacific and Kansas City Southern, and Canadian National—with networks extending into the U.S.
PSR helped reduce operating expense ratios from 77% in 2005 to 59% by 2021, though recent years show a slight reversal. Stock performance has plateaued, underscoring the need for structural change.
However, regulatory approval is a major challenge. The Surface Transportation Board (STB) scrutinizes mergers to ensure they promote competition and prevent monopolistic practices. The board’s current stance and legal uncertainties around its authority add complexity to the deal’s prospects. It demands that mergers enhance competition, complicating deal approvals.
The 2023 CPKC merger was an exception, leveraging a regulatory exemption. A transcontinental rail merger promises operational efficiencies by eliminating costly interchanges—particularly in Chicago—potentially increasing rail’s intermodal market share on long-haul routes from 39% to 65%, according to consultancy Oliver Wyman.
Labor unions, shippers, and regulators represent significant barriers. However, proponents argue that mergers would reallocate workforce composition and deliver cost savings benefiting freight customers. Berkshire Hathaway’s Warren Buffett, owner of BNSF, is cautiously positioned, likely awaiting regulatory clarity before pursuing further consolidation.
📷 Emett Tullos via wikimedia
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France
First days of operation for Transdev between Marseille and Nice – 30/06/2025 – Since 2018, French regions—like the Länder in Germany, certain Dutch provinces, and others across Europe—have been able to choose their own operators for regional train services they fund themselves. This is a relatively new development in France, a country historically marked by centralization and the SNCF’s monopoly.
The goal is to prioritize the quality of service provided to the public: rail transport should serve the citizen, not the other way around. Operators will be assessed on how they run the service—availability, maintenance, cleanliness. Transdev applies its own standards, distinct from SNCF’s, but remains accountable to its client, the Provence-Alpes-Côte d’Azur (PACA) Region, under a set of contractual obligations, just as SNCF is under its own contracts.
Transdev is not a competitor to SNCF in the traditional sense (on regional segment), but has been granted exclusive rights to operate one specific route—Marseille–Toulon–Nice—for a 10-year period under this contract. This line represents only about 10% of the region’s total TER rail service.
The operator is solely that—an operator. It neither owns nor manages the rail network or the stations it serves. Punctuality is therefore a shared responsibility: first the operator must ensure its rolling stock and staff are available. And secondly the infrastructure manager, who controls train path allocations, must ensure the network is operational. If the network is unavailable, no trains run—regardless of the operator.
In the PACA Region, the trains themselves—Omneo Premium units—belong to the Region. Approximately €250 million was invested to purchase 16 trains from Alstom for the Marseille–Toulon–Nice line. This shifts the dynamic: instead of adapting to an operator’s preferences, the Region now defines the quality and comfort it wants to offer its citizens.
Ultimately, the balance of power has shifted from past TER practices: Regions now decide, and operators execute. A logical evolution.
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Germany
Study: Public Transport Provides Far More Economic Value Than It Costs – 15/05/2025 – Public transport (ÖPNV) is often seen as underfunded, yet a new commissioned study reveals it delivers significantly more economic value than it consumes in costs. According to the report by MCube, a research initiative of the Technical University of Munich commissioned by Deutsche Bahn, public transport generates an average annual economic benefit of about €75 billion. This figure is nearly three times higher than its operational costs.
The study emphasizes that this is likely a conservative estimate. The actual value creation is probably much higher, as several effects could not be fully captured for methodological reasons.
Direct and Indirect Economic Contributions – MCube’s analysis identifies and quantifies key economic effects of public transport. Using data from the Association of German Transport Companies (VDV), the Federal Statistical Office, and previous studies on gross value added in the transport sector, the study paints a comprehensive picture.
A distinction is made between direct and indirect economic output. Direct value is generated by public transport companies themselves—bus and train operations that create turnover and employment. For instance, a municipal bus operator contributes directly by creating jobs and revenue through its services.
Indirect value, on the other hand, comes from related industries—such as train manufacturers, energy providers, or IT service companies that support public transport operations. These sectors benefit economically from supplying goods and services to the public transport industry.
Broader Economic Impact – The report also highlights external economic benefits. A well-developed public transport system enhances regional attractiveness for tourism, supports commuter mobility, and makes areas more appealing to employers and employees alike. The so-called “commuter effect” alone accounts for more than a quarter of the total value added by public transport.
Limitations and Funding Challenges – Despite its detailed findings, the study acknowledges certain data limitations. The analysis is based on figures from 2019 to avoid distortions caused by the COVID-19 pandemic. Some data points are based on estimates due to a lack of comprehensive statistical backing. Nonetheless, the data used is described as objective, reliable, and methodologically sound.
Ultimately, the report underscores public transport’s dual role—not only as a pillar of sustainable mobility and public service, but also as a significant economic driver.
In Germany, local public transport is funded roughly 50/50 by passenger fares and federal subsidies known as regionalization funds. Although these funds are increasing annually, the transport industry argues that they are no longer sufficient to maintain service levels. Some states are even considering service cuts due to budget constraints.
⬛ Link to report: Wertschöpfung ÖPNV
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Great-Britain
Eurostar will have a competitor, and it’s no longer a joke – 10/05/2025 – We were still laughing about it a few months ago, but things are getting serious. The Eurostar operator, which is majority-owned by SNCF, will have competition in the tunnel on the route to London. And that’s exactly what Getlink is asking for: more trains for more revenue. There are now several concordant clues. Let’s take a look at them.
British initiatives – The first initiatives came from Getlink and then from the operator of the UK’s only high-speed line: HS1. Recently, Yann Leriche, CEO of Eurotunnel’s parent company Getlink, and Robert Sinclair, CEO of London St Pancras Highspeed, signed a memorandum of understanding between London St Pancras Highspeed and Eurotunnel to enhance cross-border rail travel by reducing journey times, improving timetable coordination, and encouraging new routes. Both companies will work with governments to support this environmentally focused initiative. London St Pancras Highspeed CEO Robert Sinclair emphasized the importance of high-speed rail in connecting Europe, while Getlink CEO Yann Leriche highlighted ambitions to expand rail links to Germany, Switzerland, and France, supporting a greener and more connected European transport network.
New players – Since 2023, a company provisionally called Gemini has been studying a link between London and the Continent. Its chairman is a well-known figure in the British railway world: Lord Berkeley. During ten years he worked as an engineer for Eurotunnel 1985–95. Over the past two years, Gemini has worked to launch a new cross-border rail service, leveraging deep expertise in business, finance, operations, ticketing, and regulation. The team’s knowledge positions it well to navigate the complex European rail landscape and challenge the existing monopoly on the high-speed route between London and the continent.
As part of its development efforts, Gemini has engaged with various industry stakeholders, including Eurostar, infrastructure managers, and regulators. The company has also applied to the Office of Rail and Road (ORR) for access to Eurostar’s Temple Mills International depot and is in talks to secure additional maintenance facilities to support its planned operations. The Gemini team out and about visited in March and April sites in Paris (Technicentre Le Landy), Stratford International and the Temple Mills Depot.
FS Group announces plans to launch London – Paris train service by 2029 – Italian national railway FS Group plans to launch a high-speed train service between Paris and London via the Channel Tunnel by 2029, which sounds very daring, but the operator explains that the service will use energy-efficient Frecciarossa trains, aiming to provide superior comfort and simplified ticketing. The famous Frecciarossa trains will probably need to be adapted for safety reasons to run through the Channel Tunnel. FS Group’s existing operations in both the UK and France give it a strategic advantage, and the initiative aligns with its 2025–29 Strategic Plan to expand international rail services.
The company is collaborating with Spanish firm Evolyn, which has similar ambitions for the route. Preparations include regulatory compliance and potential capacity expansion at London St Pancras. CEO Stefano Donnarumma recently visited London, and it wasn’t to go shopping at Oxford Street! He emphasized the role of high-speed rail in sustainable, integrated European mobility, highlighting FS’s broader international ambitions, including new routes to Germany and expanded services in France and Spain. Trenitalia’s strategy is clear. FS joins a growing list of operators, including Gemini Trains and Virgin Group, eyeing the London–Paris corridor, spurred by regulatory and infrastructure developments supporting greater competition and passenger volume growth at St Pancras.
Also from Switzerland? – Last week the UK and Switzerland have signed a memorandum of understanding to explore launching a direct high-speed rail link between the two countries. A joint working group will bring together government officials and rail industry experts to address the technical, commercial, and regulatory challenges, including Channel Tunnel safety and border security requirements. The initiative, announced at London St Pancras, is seen as a step toward enhancing international rail services and promoting sustainable travel. A direct service from Genève could cut journey times to five hours, making it competitive with air travel. Swiss Federal Councillor Albert Rösti emphasized the environmental and economic benefits, noting the potential to reduce flights. UK Transport Secretary Heidi Alexander called the project a milestone for greener connectivity. Infrastructure and operator support is growing, with SBB planning to acquire high-speed trains and Eurostar expressing strong interest. A launch could be feasible within 5–10 years, pending trilateral agreements with France.
Of course, there are still some serious hurdles to overcome. Access to the Temple Mill depot is limited to a single operator, according to a quick review by the UK regulator. If there are several operators, the construction of a new site seems essential. It’s not an insurmountable challenge, even in London. Trenitalia seems best placed at the moment, thanks to trains that already exist. But we’ll have to see what Hitachi rail’s plans are for Pistoia (near Florence), in terms of production capacity. Hitachi may also be able to use its factory in Newton Aycliffe (Sunderland, not far from Newcastle). The factory is said to be looking for orders following the fog generated there by “renationalisation”. But this is purely speculative at this stage.
Whatever happens, and whatever decisions are taken in the future, the fact is that the link between the Continent and London will no longer have a single monopoly operator by 2030, or 2031. That’s 5 to 6 years from now…
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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.
🟧 [Back to page Netherlands]

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).  
🟧 [Back to page Belgium and Netherlands]

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.
🟧 [Back to page United States]

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.
🟧 [Back to page Belgium]

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.
🟧 [Back to page United States]

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.
🟧 [Back to page France]

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.’
🟧 [Retour à la page Switzerland]

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.
🟧 [Back to page Italy]

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

USA
Amtrak Aims to Achieve Net Zero Greenhouse Gas Emissions by 2045 – 11/10/2022 – As part of Amtrak’s vision for the future, Amtrak has pledged to achieve net-zero greenhouse gas emissions across the Amtrak Network by 2045. This net zero emissions target focuses on expanding efforts across Amtrak’s entire carbon footprint to reduce environmental impacts from operations while safely moving people.
“Not only are trains convenient and comfortable, they are also one of the most sustainable modes of transportation,” said Amtrak CEO Stephen Gardner. “With new equipment, modernized stations and net zero emissions, Amtrak can lead the drive toward sustainable transportation throughout the nation.”
“We congratulate Amtrak for this ambitious commitment to further reduce its carbon footprint, cementing its place as a leader in the clean transportation revolution,” said U.S. Transportation Secretary Pete Buttigieg. “As we continue working to implement President Biden’s Bipartisan Infrastructure Law, we look forward to working with Amtrak to demonstrate the key role of passenger rail in fighting climate change.”
Climate change requires collective action to curb emissions and mitigate irreversible environmental and societal damage. Amtrak plans to take the following actions, which would provide significant benefits to the customers and communities we serve:
– Achieve net-zero greenhouse gas emissions across Amtrak’s network by 2045: Begin with efforts to increase energy efficiency, followed by the implementation of renewable fuels and energy.
– Reduce diesel fuel use through advanced technologies: Leverage industry-leading research and testing in collaboration with state partners and experts to progress innovation and research in fuel-cells, hydrogen, batteries and other zero-emission technologies.
– Achieve 100% carbon-free electricity by 2030: Continually focus on energy efficiency upgrades to reduce consumption and gradually meet all remaining needs using carbon-free electricity through renewable energy generation and power purchase agreements.
With a historic investment in improving and expanding passenger rail, the Bipartisan Infrastructure Law (BIL) signifies the important role trains play in the future of sustainable transportation. Funds from BIL will be used to support this target by helping us procure a more sustainable fleet and make other improvements to our aged assets. Additionally, BIL funding will help improve and grow Amtrak service around the nation, creating more low-carbon alternatives to high-carbon flights and car trips.
Alongside these ambitious goals for the future, Amtrak is continuing to create innovative solutions today that reduce energy consumption, emissions, and waste even further. Examples of this work, along with the company’s latest performance metrics for greenhouse gas emissions, electricity use, recycling and diesel fuel use, can be found in the FY21 Sustainability Report and Performance Scorecard which includes Amtrak’s Sustainability and Climate Resilience program. Positioning the company to withstand climate impacts across all functions and asset types, the climate resilience plan enables Amtrak to continue providing reliable and safe service as climate conditions change.
(Source: Amtrak pressroom) 🟧 Back to USA

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