{"id":135471,"date":"2022-02-03T10:51:10","date_gmt":"2022-02-03T09:51:10","guid":{"rendered":"https:\/\/www.erasmusmagazine.nl\/en\/?p=135471"},"modified":"2025-12-19T11:26:06","modified_gmt":"2025-12-19T10:26:06","slug":"how-european-train-travel-can-be-made-easier-and-more-affordable","status":"publish","type":"post","link":"https:\/\/www.erasmusmagazine.nl\/en\/2022\/02\/03\/how-european-train-travel-can-be-made-easier-and-more-affordable\/","title":{"rendered":"How European train travel can be made easier and more affordable"},"content":{"rendered":"

First, we had \u2018flight shame\u2019, now we have \u2018train pride\u2019. Travelling by train is the fashionable thing to do, but realistically, how many people are going to travel within Europe by train when air fares are so cheap? Dennis Huisman, endowed professor Public Transport Optimization, absolutely loves travelling by train. \u201cI don\u2019t think it\u2019s true that air travel is given more favourable conditions than train travel.\u201d<\/p>\n

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\n\t\n\n<\/svg>\n<\/span>\n\tImage by:<\/span>\n\n\t\t\t\n\t\t\t\t\t\t\tBas van der Schot<\/a>\t\t\t\t\t<\/span>\n\t<\/p>\n<\/figcaption><\/figure>

Many people seem to think that international train journeys are very complicated, expensive and slow, compared to flying. Do you think these people are correct in believing so?<\/strong><\/p>\n

\u201cMost people who travel internationally by train opt for journeys of about five hundred kilometres, which is to say, to Paris, London or Frankfurt. Those are quick journeys, particularly if you\u2019re travelling south. Let\u2019s assume people start from Rotterdam. It takes less than three hours to get to Paris, without any hassle. If you include the amount of time you spend at airports checking in and going through security, journey times are very comparable for cities like those three. And yes, train fares will vary, but the same is true for air fares. Sometimes tickets will be extremely cheap, and at other times they\u2019ll be expensive.\u201d<\/p>\n\t

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Dennis Huisman is\u00a0endowed professor Public Transport Optimization at the Erasmus School of Economics\u2019 Institute of Econometrics. In addition, he works for NS (Dutch Rail) as a logistics processes expertise manager, in which capacity he helps develop the Dutch Rail Timetable. He was awarded a PhD in 2004 for a thesis on integrated and dynamic vehicle and crew scheduling.<\/p>\n\n\t<\/div>\n

The cities you just mentioned (Paris, London) are direct destinations. What if your destination is a little further away, like Eastern or Southern Europe?<\/strong><\/p>\n

\u201cThere are many high-speed connections to Southern Europe. For instance, France and Spain have a lot of high-speed trains. Of course it takes a while to reach a city like Barcelona, which is pretty far away, after all \u2013 some 1,500 kilometres. Obviously, that takes longer than a flight. But you\u2019re still leaving in the morning and arriving at your destination at night, just like with a plane. Trains to Germany and Austria are a little slower, but also cheaper. If you\u2019re going on a longer trip \u2013 let\u2019s say a conference or holiday \u2013 a train journey is a good option. If you\u2019re going on a short business trip, train journeys are relatively time-consuming.\u201d<\/p>\n

What kinds of European destinations aren\u2019t well served by railroads?<\/strong><\/p>\n

\u201cThere are still a few places on the map that are hard to reach. For instance, Portugal is hard to get to. Also, there is quite a bit of water in Europe, and trains must go around that. When you go to London, you can travel through the tunnel, but if you\u2019re travelling to Scotland, that is quite the journey. Scandinavia can be hard to get to as well, although they\u2019re building a new tunnel between Hamburg and Copenhagen. And it\u2019s generally easy to get to big cities, but getting to the Spanish beaches by train is quite the chore.\u201d<\/p>\n

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\n\t\n\n<\/svg>\n<\/span>\n\tImage by:<\/span>\n\n\t\t\t\n\t\t\t\t\t\t\tBas van der Schot<\/a>\t\t\t\t\t<\/span>\n\t<\/p>\n<\/figcaption><\/figure>

It is often said that trains operated in different countries don\u2019t connect properly, in terms of systems, rails or timetables. Can such obstacles be removed?<\/strong><\/p>\n

\u201cSuch differences definitely exist. For instance, France and the Netherlands have the same overhead cable tension, but Belgium doesn\u2019t. The Netherlands uses the ATB automatic train control system, which we were basically gifted by the Americans after World War II. Other countries have different systems. When you travel to a different country by engine, you must have all the equipment designed to help you work with their system with you, which costs a lot of money. Back in the old days, we\u2019d switch to a different engine at the border, but that takes a lot of time. The individual train control systems are being replaced by a pan-European system on more and more stretches, but that\u2019s not a problem that can be solved quickly.<\/p>\n

\u201cMy own research mainly focuses on mathematical models and algorithms designed to come up with optimal timetables. The challenge is to do so on a genuine pan-European scale. Later this year we\u2019ll embark on an EU project that will tackle that issue, known simply as EU Rail. This is a broad programme designed to innovate the railway system, which will include things such as self-driving trains and sustainability. One example from my own field of research is how to create well-coordinated timetables in which trains don\u2019t have to come to a standstill at the border or have to drive more slowly there. It\u2019s very hard to get everything to fit. Particularly when one country wishes to make changes [to its timetable], because the neighbouring countries must then follow suit.\u201d<\/p>\n

\u201cAnother objective of the EU project is to make train travel more affordable by reducing costs. How can maintenance be made cheaper? What is the most efficient way to use equipment? For instance, the latter can be done by increasing capacity utilisation. When that is done, energy consumption will be reduced and fewer carriages will be required, and it so happens that these are the things on which most money is being spent. As far as this kind of efficiency is concerned, the Netherlands is already way ahead of most countries \u2013 for instance because we use public transport chip cards to measure very thoroughly how full our trains are. This allows us to configure our trains in such a way that it\u2019s easy to reduce the number of carriages at slow times and increase the number of carriages at peak times.\u201d<\/p>\n\n\t

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\n\t\t\u2018I don\u2019t think it\u2019s true that air travel is given more favourable conditions than train travel\u2019\n\t<\/blockquote>\n\n\t<\/figure>\n\t\t<\/div>\n\t<\/div>\n

Air travel is subsidised to a considerable degree. Shouldn\u2019t we be heading towards a situation where air travel receives fewer subsidies, while train travel receives more?<\/strong><\/p>\n

\u201cAir travel is subsidised in that, among other things, no VAT is charged on tickets and no excise is levied on kerosine, but as far as train travel is concerned, the infrastructure in place in most countries is paid for by taxpayers as well. I don\u2019t think it\u2019s true that air travel is given more favourable conditions than train travel. Of course, train travel could definitely do with larger subsidies, but those are political choices that aren\u2019t all that relevant to researchers like myself.<\/p>\n

\u201cAnother major point that will make cross-border travel by train more appealing is the fact that trains now attract business travellers. The fact that many organisations and businesses have implemented rules that stipulate that relatively short journeys must always be made by train (such as the policy recently implemented by EUR<\/a> \u2013 ed.) is a huge boon in this regard. Business travellers tend to be willing to pay a little more for added room and luxury, and so they indirectly finance the cheaper tickets sold to tourists.\u201d<\/p>\n\n\t

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