The European Commission has called on feedback on the development of HSR. All feedback can be studied here (the call was closed 21.5.25). This is our feedback:
Back on Track Europe is delighted that the EU Commission aims to redevelop international train travel to help decarbonise passenger transport. However, to achieve the goals of this initiative, we recommend not focusing exclusively on high-speed rail (HSR), as HSR tracks are significantly more expensive, and HSR rolling stock is often less flexible for cross-border operations compared to locomotive-hauled trains.
HSR trains may seem like the logical choice, as they can compete with air travel and typically do not require subsidies. However, this experience does not easily translate to longer distances, less densely populated areas, or cross-border operations.
We share the Commissions concern that gaps in the high-speed network should be closed and that the TEN-T corridors must be accelerated, particularly in Eastern Europe. Nevertheless, older, disused, or underused international corridors should also be revived. We also recommend acknowledging in the communication strategy that experiences with high-speed networks have been mixed.
Exclusive reliance on high-speed rail has led to the emergence of “train deserts” in more peripheral regions and has caused the disappearance of affordable, conventional national and international train services. In particular, we urge the inclusion of a communication strategy for night trains potentially faster night trains that could use parts of the high-speed network. High-speed services can only replace night trains if they can run at maximum speed throughout the entire route, which would require an extremely dense and expensive network. By contrast, night trains require minimal infrastructure investmentjust more favourable operating conditions, a level playing field with aviation in terms of taxation, and the reintroduction of a go-everywhere technical standard to replace the RIC, enabling new investment in rolling stock.
For these reasons, we recommend that any communication on high-speed routes be framed within a comprehensive plan for long-distance rail travel. This should include high-speed trains, conventional EuroCity-style services, and night trains, forming a fine-meshed network serving all of Europeachievable much more quickly than by focusing on HSR alone.
The call for evidence is short this one (source):
Improving rail connectivity, and high-speed rail (HSR) in particular, holds tremendous benefits in bringing the EU closer together, advancing the decarbonisation of the transport sector, and enhancing competitiveness, cohesion, and business productivity. The fragmentation of the TEN-T high-speed rail network along national borders however persists.
Missing cross-border sections and technical barriers when operating across networks have not yet allowed to capitalise on big investments made in individual Member States, and Eastern Europe remains poorly connected. Technical, legal, financial, and operational barriers also make it difficult for new companies to enter the market and offer new rail services.
The main identified issues that the Communication aims to address are as follows: implementation delays of national and cross-border HSR infrastructure projects ;lack of national investment and high HSR construction costs; lack of interoperability at EU level; lack of financing for rolling stock; lack of EU-wide harmonisation of train operations; limited access to service facilities and associated services; the affordability of high-speed rail services for passengers, and barriers to booking and selling rail tickets in the EU. Additionally, the initiative and the related projected growth in rail activity will contribute to reducing transport emissions and the associated environmental and health impacts, as outlined in the Zero pollution monitoring and outlook 2025.