The European Union's effort to open high-speed rail markets is moving into a more demanding implementation phase, with Brussels pressing member states to honour competitive-tendering and open-access obligations introduced under the Fourth Railway Package, according to industry reporting.

The package's Technical Pillar, applicable since 2019, and the Market Pillar, effective from 2021, set out three core obligations: competitive tendering of public-service obligation (PSO) contracts, structural separation of infrastructure management from train operations, and open-access rights on commercial services. High-speed routes operated on a commercial basis have so far been largely exempt, but the European Commission has signalled closer scrutiny as cross-border operations expand.

What does the framework require?

Under the Technical Pillar, PSO contracts concluded after 24 December 2023 must be awarded through competitive procedures rather than direct awards to incumbents. The Commission has opened infringement proceedings against several member states for late or incomplete transposition of the rules, with further cases reported in trade press through 2024 and 2025.

France's SNCF, Germany's Deutsche Bahn, Italy's Trenitalia and Spain's Renfe remain the dominant operators on their respective networks, but each now faces a more crowded competitive field. Italian state operator Trenitalia has been joined by open-access challenger Italo, which has carried passengers since 2012. Renfe and SNCF have launched competing services across the French-Spanish border following the Commission's 2023 decision to remove regulatory barriers to cross-border high-speed operation.

How have member states responded?

Implementation has varied sharply. Italy has moved fastest on competitive tendering, with regional rail contracts awarded through open procedures since 2019. France operates its TGV services commercially while tendering regional TER routes under the reform schedule. Germany has continued direct awards for most long-distance services, with the federal government arguing the network requires coordinated planning.

Industry group CER has called for "stable, transparent access regimes" as the basis for new market entry. The Commission's current review of Implementing Regulation 2015/909 on track-access charges will determine whether operators pay full marginal cost or shoulder additional infrastructure contributions.

Where does the supply chain stand?

The major European rolling-stock builders — Alstom, Siemens Mobility, Hitachi Rail and Talgo — are monitoring the pipeline. High-speed procurement is dominated by mid-life refurbishment of TGV, ICE and ETR 1000 fleets, with limited new-build orders on the order book.

Alstom is building 100 Avelia Horizon (TGV M) trainsets for SNCF under a 2018 contract valued at approximately €3 billion, with deliveries running into the 2030s. Renfe ordered 30 Talgo AVRIL trainsets in 2024 for entry into service from 2026. Hitachi continues deliveries of ETR 1000 trainsets for Trenitalia.

What comes next?

The Trans-European Transport Network (TEN-T) regulation, revised in 2024, sets completion deadlines of 2030 for core high-speed corridors and 2040 for the extended network. Major cross-border projects under construction include the Lyon-Turin base tunnel, the Brenner Base Tunnel and Rail Baltica.

The Commission's evaluation of the Fourth Railway Package's market outcomes, expected later in 2026, will determine whether further legislative steps are required to meet those milestones.