A Study by Thomas Manthei – Tmrail

a Study by Thomas Manthei – TMRail

CONTENTS

1. Foreword to the updated edition 2021 ...... 4 2. Foreword (2004 Version) ...... 4 3. Author and Publishers (Updated version 2021) ...... 6 The Publisher ...... 6 The Author ...... 6 1. Management Summary (2004 version) ...... 7 Abstract: ...... 7 Results: ...... 7 2. Topics and Methods ...... 10 Definition (2004 version) ...... 10 Topics ...... 10 International Benchmark ...... 10 Purpose of this study ...... 10 Methods ...... 11 3. History of night train services in Europe ...... 12 4. Characteristics of Night Train Services (2004) ...... 14 5. Demand and requirements ...... 16 Target groups ...... 16 Business travellers ...... 16 The private traveller ...... 19 Holiday travelers ...... 20 Group business ...... 20 Travel reasons and needs...... 20 6. Schedule offer ...... 21 7. Rolling Stock ...... 23 Sleeping Cars ...... 23 Couchette Cars ...... 26 Sleeperettes ...... 27 Standard passenger cars ...... 28 Catering, Dining Cars, Lounges ...... 30 8. Services provided by operating companies ...... 31 Pre-Trip Services ...... 31 On-Board Services and their customer requirements ...... 31 Post-Trip ...... 33 9. Operating Companies and their offer...... 34 Finland (VR) ...... 34 Sweden (SJ AB / Connex Sverige AB) ...... 35 Norway (NSB) ...... 36 Germany & Central Europe (DB Nachtzug and CNL AG) ...... 37 France (SNCF) ...... 40 Switzerland (SBB) ...... 41 Austria (ÖBB) ...... 42 Poland (PKP) ...... 43 Czech Republic (CD) ...... 44 Hungary (MAV) ...... 44 Croatia (HZ) ...... 45 Greece (OSE) ...... 45 Romania (CFR) ...... 45 Italy (FS Trenitalia, ARTESIA) ...... 46 Spain (RENFE, Elipsos) / Portugal (CP) ...... 47 United Kingdom (First Group) ...... 48 Netherlands (Euro Express) Belgium (Bergland Express) Danmark (DSB) ...... 49

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10. Distribution ...... 50 marketing and advertising ...... 50 Marketing and the Internet ...... 52 The Internet presentation of night train operators (as of March 2004)...... 53 Distribution and addressing of target groups ...... 55 Tariffs and rate schemes ...... 55 Standard fare / comparison of trip cost for business travellers ...... 56 Special fares ...... 58 Utilization ratio and demand management ...... 59 11. Night trains and their competitors ...... 60 Internal competition ...... 60 External competition ...... 62 12. operations and profitability ...... 64 operational particularities ...... 64 Investment and operation of rolling stock ...... 65 personnel resources ...... 65 13. Suggestions for the optimised night train ...... 66 new routes and optimised timetable offer ...... 66 Operations ...... 71 Rolling stock and their state-of-the-art comfort requirements ...... 73 Samples for modernization of existing rolling stock and newly ordered cars ...... 73 Bistro or lounge cars / dining cars and catering ...... 78 14. The „EuroDayNiter “– concept car for day & night long distances ...... 79 15. Overnight services provided by high-speed trains ...... 85 Adaptation of existing vehicles ...... 86 New development of vehicles ...... 87 16. Suggestions for pre-trip, on-board and post-trip service improvements ...... 88 17. Strategic approach to marketing ...... 89 18. Improvements concerning marketing and distribution ...... 89 19. Appendices ...... 91 overnight train services and their prime service features (1) (as of 2003) ...... 91 A time and fare comparison for 50 important business relations in Europe ...... 95 Night train versus air travel ...... 95 Timetable and fare comparison between evening flight/hotel accomodation and night train journey ...... 96 Timetable and pricing comparison between night train and first morning flight ...... 97 Typical car layouts for sleeping cars (2003 and earlier) ...... 98 Literature and Sources ...... 102

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1. Foreword to the updated edition 2021

This study has been researched and published by the author in the year 2004 in his former function as independent advisor and managing director of Actima AG in Mulheim an der Ruhr, Germany. With the departure from Actima AG, all rights to this study were acquired. Although the author is currently no longer directly active in this professional field, he is very extensively involved in this topic on a part-time basis and as a railway enthusiast in general.

Due to the strong public discussion on the subject of night trains in Europe, I take this opportunity to make this study from 2004 public, as from my point of view some aspects for the efficient and customer-oriented operation of night trains are also of interest today for the development of a similar product. Especially insights from chapters 12 to 14 on operational and economic aspects as well as a suggested concept car for The “Euro Day Niter” are still valid today.

Even though the results of the research at that time are still based on the status of the year 2004 following chapters are not part of the 2021 version any more:

 List of catering and service companies  Typical car layouts for sleeping cars  Sample night train website presentations  Sample night train brochures

2. Foreword (2004 Version)

Is a study covering night train services in Europe worth the efforts? Are night trains still a viable option in light of other long distance and high-speed trains like the ICE and TGV or other methods of transport like “no frills airlines”? Is there still a need to offer such services? Can they be profitable given the fact that specially designed rolling stock for such services cannot be always be used during the day and produce high operating costs?

The author would like to give an answer to such questions highlighting especially aspects of customer needs, product design, marketing and distribution are put in the foreground.

„It is a miracle that they still exist, although every effort has been made to suppress them “– this statement by J.M. Simon – former General Manager of the Compagnie des Wagons-Lits made in 1993 is still valid. Despite cancellations of routes, downsizing and disinvestments still over 50.000 city-to-city connections are being offered in Europe using sleeping or couchette cars being used by over 16,3 million travellers annually. At any rate, the author is convinced that such train services have a future if long-term engagement and efficient investment is being carried out by operators.

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Here are some main reasons:

 Night trains fulfil customer requirements much better these days – especially where a considerable demand for intercity services warrant a „24 hour «service between major cities and distances are long enough to make such service an interesting option for the traveller.  Night trains save a travelling day, allow for a more better time planning at the final destination thus making private as well as business trips much more efficient. This is why they propose themselves as a very viable marketing tool for new target groups.  The high-speed network is so much proliferated today, that even high-speed-night trains could offer a viable alternative for travellers.  A railway passenger car that could be used during day and night and still offers a suitable comfort along with cost-effective operations would allow operators to greatly enhance operating costs, and make it possible to virtually use their rolling stock for permanent revenue operations on a round-the-clock basis.

The author will put emphasis on these aspects having ascertained that most railway operators underestimate the strategic advantage of such services: A successful operation of night trains can not only be profitable, but also enhances the overall corporate image and has a positive effect on a better utilisation of long-distance services as a whole.:

 premium as well as low-cost products can be operated in one trainset which further enhances the economic viability of such services  night trains offer a complimentary alternative to long distance day trains making it possible to attract more customers  they are the only time-efficient alternative a flight especially where a day train service takes too long to be competitive.  with a pro-active and intelligent marketing, the train operating companies form a strategic antipode to developments like low-cost airlines services  new customer potentials can be acquired through the possibility to combine either a night train with a return flight or a return train journey. Day and night trains are not necessarily competitors – moreover they may complement each other.

With this in mind operators can form a basis for further expansion into other markets in light of the coming of the liberalisation of European railway industry. This applies to the incumbents as well as to new entrants.

Especially where a lack of interoperability of systems limits the range of services rendered, night trains offer an alternative method of operations, because of their passenger car rolling stock often being able to operate under several different operating environments and even different gauges.

We hope that this study will support the already successful efforts to further enhance night train services in Europe not only to the benefit of train operators but especially to the benefit of the travelling public where night trains are still a very much favoured means of transportation.

Perhaps this might be underlined by a statement by Karl-Peter Naumann - chairman of the German passenger rail organisation Pro Bahn – who said only recently that today the enhanced night trains services in Germany represent one of the biggest improvements in German rail services 10 years after the deregulation of passenger rail services.

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We would like to thank especially the representatives of the following companies for their contribution to the study:

City Night Line AG, DB AutoZug GmbH, First Great Western, GVG GmbH, ÖBB, SBB, SNCF, WAGONS-LITS, BOMBARDIER, RSI INTERNATIONAL, SIEMENS Transportation

The author very much welcomes any comments, suggestions, corrections or any feedback to the contents of this study.

Mülheim an der Ruhr March 2004 Hünenberg (CH) June 2021

Thomas Manthei

3. Author and Publishers (Updated version 2021)

The Publisher

Actima AG Consulting and Services, based in Mulheim an der Ruhr, Germany has initiated and published this study as well as holds any copyrights. Since 1998 Actima was engaged in the consulting and services for telecommunication and the transport industry with particular emphasis on product development, marketing and distribution aspects. The competence centre for transportation is focused especially on the railway sector with emphasis on product development and customer services for long distance passenger rail.

With the departure from Actima AG, all rights to this study were acquired. Although the author is currently no longer directly active in this professional field, he is very extensively involved in this topic on a part-time basis and as a railway enthusiast in general.

The Author

Thomas Manthei. (61) – Former Managing Director and Project Manager of Actima AG has a broad experience in the telecommunication as well as transport industry as well. He worked for 10 years with American Express where he held various management positions in the companies travel management division. Since 1996 he joined RWE telecommunications where he was responsible for various projects in preparation for the entry into the liberalised telecommunications market. From 1198 to 2006 he was partner and managing director at Actima – being responsible for key account projects. In 2006 he moved to Switzerland pursuing other opportunities in the Service & Project Management as well as Risk Management with one of the leading European Insurance Companies.

Nevertheless, his enthusiasm for railways in general and night trains in particular has never ceased and he is still very actively following market developments.

Thomas Manthei has been in touch with the railway industry since 1980 mainly gaining experience in the rail distribution and travel industry area. Thomas Manthei represented Actima AG as an active sustaining member with the „Allianz pro Schiene “- an association of 16 non-profit-organisations and 36 corporate businesses supporting railways as a efficient means of transport.

One of the major contributors to the original study was Gerhard Troche – at that time research associate at the ’Centre for Research and Education in Railway Engineering’ (Railway Group) at the Royal Institute of Technology (KTH) Royal Technical University in Stockholm. He is also and head of Rail & Logistics division of TPS Network AB (Sweden). After having graduated from the University in Hanover (degree in Economic Geography

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Geographic Economics), and being engaged in several projects in Germany and Sweden, Gerhard Troche joined Swedish Railways SJ ‘s Strategic Development division where he was responsible for a project covering intermodal transport.

Since then, Gerhard was working as scientific researcher at for the KTH Railway Group at Stockholm’s technical university with focus on market research for freight as well as passenger services. In 1999 Gerhard Troche has issued a first working paper covering concepts for efficient night trains which have become a very important basis bass for this study. He is also working engaged as a consultant for the transportation industry and has been engaged as Expert Evaluator with the European Commission, General Directorate for Transport & Energy (DG-TREN).

1. Management Summary (2004 version)

Abstract:

The study presents an up-to-date overview of the European night train services and comprising of 172 scheduled train services of 18 operating companies in 15 European countries. These train services represent nearly all of the nocturnal scheduled services and are frequented by approximately 16.3 million passengers annually. p.a.

The analysis focuses mainly on product design, comfort features, timetables, addressing of key target groups, marketing and operational practices. Out of the 172 train relations mentioned above A number of 50 relations important to business travel were chosen out of the 172 train relations for a schedule and rate comparison between air travel and night train travel. Another aspect of this analysis is a survey of the railway operators’ internet pages regarding content, clarity, usefulness, completeness and operability.

The focal point of the study are conclusions and resulting proposals – based on the analysis of the current situation – how to optimise the night train product as such. In doing so, the author deal with aspects of a future strategic positioning of the night train product alignment and present a concept for a passenger train car that could be used for day and night services alike. Theses These propositions are completed by suggestions for enhancing marketing, sales and distribution measures.

Results:

1. ) An Inconsistent product offering with varying standards in Europe

Despite modernisation efforts carried out in the 90s, the current night trains products in Europe cannot be regarded as consistent. While railway operators such as DB Nacht Zug, City Night Line AG, RENFE and ARTESIA (a joint venture of FS Trenitalia and SNCF) offer a high class standard in the sleeper cabins and couchettes and take significant efforts in promoting, other operating companies are reluctant in this respect, although services by ÖBB, SJ, MAV and First Great Western offer an adequate range of nocturnal rail service. Especially for the year 2004 some Eastern European operators have significantly stepped up their efforts towards offering a state-of-the-art night train service like PKP and HZ featuring new sleeping cars and Euro Night trains or OSE and CFR with comfortably refurbished rolling stock.

Nearly all railways operators are exposed to growing competition due to the low cost air traffic, which mainly addresses the target group of private travellers by means off aggressive marketing. This has led in the past 18 to 24 months to a significant change of travelling behaviour.

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The rail companies have counteracted further decline of passenger numbers by creating special price offers mainly in the standard categories and have, like in the case of DB Nacht Zug and ÖBB, been able to register first positive results.

The specific product marketing is generally not of top priority. Even the presentations in the common marketing publications of the operating companies hardly draw attention, whereby the advantages of nocturnal travelling are rarely mentioned.

2. Opportunities to attract business traveller are not fully exploited

Apparently train companies do not address the segment of business travellers in an optimal way, although schedules and price design are advantageous in comparison to air traffic for those passengers, who need a flexible travel planning.

The tariffs of sleeper cabins nearly always undersell the airline’s full rate. Within the scope of a more precisely analysis of 50 business travel relations the departure time of the night train was compared with the departure time from the city center to the airport as well as the necessary minimum time for check-in for the national or respectively international flights respectively, whereby a general transfer and a check-in time of each 30 minutes has been assumed. was taken into account.

(Synopsis see chapter 8, further details see supplement). The time advantages are as per particular given below: number of Night trains with time advantage over evening flight Time advantage less than one hour 7 Time advantage up to two hours 16 Up to three hours 9 Up to four hours 9 Time advantage more than four hours 4 No time advantage 1 Proportion of trains with a time advantage of 2 to 5 hours 52 %

The author also surveyed time advantages comparing with the first morning flight were also surveyed. The earliest arrival time of the night train in the city center was compared with the earliest arrival time of the first flight including inclusive disembarkation and transfer time of 45 minutes. (Synopsis see chapter 8, further details see supplement). The results are as illustrated below: night trains with time advantage over morning flight Time advantage one to two hours 11 Time advantage two to three hours 9 Time advantages more than three hours 2 Same time as first flight (-15’) 6 Later than first flight 7 Proportion of trains with a time advantage of at least one hour 46%

Further advantages for the business traveller arise from the direct price comparison between the train journey in a single bed sleeper-cabin versus and an evening flight including inclusive hotel accommodation or the morning flight. 37 of 50 connections allow a departure 1 ½ hours later, 29 connections or more than half of the connections allow a departure later than two to five hours. rate comparison: sleeper-cabin versus flight and eventual hotel accommodation Average price of a sleeper-cabin 224,56 € Average price late evening flight and hotel accommodation 499,72 € Average saving 275,15 € Average price early morning flight 366,39 €

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Average saving 141,83 €

24 connections generate a savings are 300 € and over, eight connections show savings of 200 € and more and a further 15 connections still save more than 100 €. Merely two connections are only 31€ respectively 42 € cheaper (but therefore save more than 45 minutes/ three hours 42 minutes) and one single connection is 55 € more expensive than an evening flight and hotel accommodation, although it leads to a time advantage of three hours 17 minutes.

Comparing the early flight with the train journey the following results are shown: eight connections save 300 € or more, further 12 connections between 150 and 300 €, six connections offer a cost advantage from 100 to 150 €, nine flights between 50 and 100 € while 11 only generate savings less than 100 €. Merely three train connections are 13 and 63 € more expensive, but the traveller arrives with a time advantage of 45 minutes/ 3 hours. The railway operators should use these advantages to win over more full fare passengers from airlines. Therefore, the marketing and sales measures have to be optimised. On those internet homepages that were analysed, the railways hardly mentioned the advantages of nocturnal travelling – if they or did not present their night train services at all.

3. A combined day and night car improves cost effectiveness and offers strategic advantages to entry new markets

Due to the operational particularities (use during night, bad utilisation of the sleeping cars materials during daytime, conversion efforts) the operating costs and the profitability of the night trains are often to some extend significantly less favourable than the ones of day trains. Therefore, the author see a great demand for combined night and day cars and present in the study the “EuroDayNiter”- a suitable vehicle concept. Based on the latest sleeper-design of Siemens Transportation; the comfort level ranges between a sleeping car and a couchette and enables the use during the day with very little conversion effort while offering an adequate comfort.

The car can accommodate a minimum of 54 passengers in the basic version and would include up to three bathrooms with two toilettes as well as a shower. The beds – of sleeping car standard – could be prepared before departure and be opened by the passenger himself; they are of sleeping car standard.

The compartments can be used by one to six between one and six people during the night; during daytime two configurations are possible: either the provision as a four-seat compartment, whereby the backrest of the middle seat is used as a table (1. class) or as the provision of a six-seat compartment (2. class). Thus, the configuration can be adapted according to demand. Further configurations (i.e., car with multipurpose compartment, cars with or without office, cars with a small lounge and office) are possible.

Consequently, the operating companies can establish a basis for further expansion with nocturnal railway services in the liberalised European railway passenger traffic, making it possible to use rolling stock practically permanent during day and night. As the vehicles can operate under different voltage systems, they meet the automatic demand for

Page 9 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 interoperability. Chapter 14 contains a detailed description of the car including numerous sketches of the car plan.

2. Topics and Methods

Definition (2004 version)

Night trains in terms of this study are defined as long-distance trains which are operated on a regular basis (minimum three times per week) for domestic or international services. They carry either sleeping car and/or couchette cars that are especially designed for overnight travel.

The offerings of those operating companies mentioned in chapter 11 have been researched with particular emphasis on services and accommodations in sleeping cars, couchette cars or sleeperette cars. Other railway operators such as the railway companies from Russia or other Eastern European countries are not directly covered by this study.

The author did not take into consideration those companies that offer night services on a charter basis or for non-scheduled operations. The only exemption made was for those trains that replace former night train services offered by railway companies that have ceased operations of their night services. Services only consisting of ordinary long distance passenger cars are not covered with the only exemption of overnight high-speed train services like TGV Nuit or ICE Nacht.

Topics

The study mainly deals with commercial aspects such as strategic development, product offer, marketing and distributions. Technical aspects are only covered if they are a relevant prerequisite for operations or fulfilment of user requirements or if they are necessary to underline the commercial feasibility of those operations.

International Benchmark

With this study the author tries to give a complete overview about the existing night trains services for those companies mentioned in chapter 11. A total of 180 night trains provided by 21 different companies have been covered. Those services represent about 98 % of all night services in those countries mentioned. Wherever suitable, each chapter contains of best practices achieved by operating companies which are highlighted in more detail.

Purpose of this study

This study presents a concept that will demonstrate, how night train services can be made more efficient and competitive versus competing airline services. Especially needs and benefits for customers are covered, suggestions made how to enhance marketing and distribution and ideas presented for a better utilisation of the rolling stock for night and day operations. The concept also includes a proposal for a passenger car that could be used for day and night travel alike optimising the operating costs for such services.

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The study also covers potentials for the market segment as such dealing with product strategy issues as well as profitability issues of such services covering different aspects of a possible positioning: o The possibility to offer a premium night trains product that benefits from a time and price advantage over a late night/early morning flight including necessary hotel accommodation. o The possibility to build a night train service product as alternative mode of transport to „Low Cost Airlines “, enabling the operating company to offer an attractive alternative. o Analysis to which extend high speed train services could be equipped with special accommodations for overnight usage

Furthermore, the study contains of proposals how to enhance communication, marketing, distribution, on-board services, on-board comfort and amenities, operations, as well as a general enhanced presentation of the benefits of night travel by train.

Methods

As already mentioned, 180 train services covering 18 countries are covered in this study with emphasis on accommodations, amenities, schedule offering, tariffs and rates and their marketing and advertising. The study also comprises of a price and time comparison of 50 important business travel connections comparing night train service to air travel . Apart from the extensive evaluation of literature and press articles the author have used their own experience as intensive users of night trains services in Europe and elsewhere which became part of this study as well. Apart from the evaluation of official marketing material like brochures, timetables etc. the author have conducted several interviews with operating companies, rolling stock manufacturers as well as maintenance service companies. To a limited extend users and potential users of night train services have been interviewed as well. The following night services have been used and experience from these trips being taken into evaluation:

 Stockholm- Narvik ( SJ, TKAB)  Paris-Nice (SNCF)  Bodǿ-Trondheim (NSB)  Düsseldorf-Zürich** (NS, CNL)  Trondheim-Oslo (NSB)  Düsseldorf-Mailand ** (DB)  Stockholm-Malmö (SJ)  Berlin-Zürich (CNL)  Copenhagen-Cologne (DB)  Düsseldorf-Wien (CNL, ÖBB)  Berlin-Essen ** (DB)  Hannover-Paris (DB)  München-Rostock (DB)  Paris-Barcelona (ELIPSOS)  Düsseldorf-München (several) (DB)  Hamburg-München (DB)  Paris-Frankfurt (SNCF) ** several trips made

Wherever possible, own picture material has been used to enhance the presentation. Pictures, brochures and other marketing material provided by the operating companies has been used to show samples of the information provided to the public. Wherever possible, detailed figures concerning passenger usage, load factors and further economical details have been ascertained. Unfortunately, not all operators were able to provide detailed operating information, perhaps due to the fact that night trains not always are captured separately to the other long-distance services. In those cases, the author has used publicly available information. In order to make the information comparable, questionnaires have been used covering aspects of customer demand, product offer, on-board service, marketing, distribution, competitive situation, operational aspects and profitability. The evaluations have been underlined by interviews with market experts and annual reports provided by the railway operating companies.

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3. History of night train services in Europe

In this chapter the author would like to give some insight into the history of night train travel in Europe however with limitation to several aspects that are important to understand the actual development of today’s market segment.

Since 1876, night trains have become the first market segment for long-distance rail travel in Europe. With formation of the “Compagnie Internationale des Wagons-Lits “(CIWL) in this very year introduction of night trains have become a very important factor for rail travel in Europe. Until the second World War night trains equipped with sleeping cars where mostly used by wealthy travellers, politicians, VIPs and the business traveller. With the democratisation of travel after 1950 demand and offer for night travel has risen. Since 1916 the German sleeping car company Mitropa played a significant role as being the most important competitor to CIWL – a role that has been taken over in West Germany by its successor DSG after World War II.

Before WWII mostly only sleeping cars have been provided for night travel – however the rising demand after 1950 lead to the introduction of the couchette car which offered a price sensitive method of using a night train without having to pay high supplements for a berth. Couchette cars – its comfort positioned between an ordinary passenger car and a sleeping car – proved to be a successful alternative. Since then, its comfort has been enhanced further and plays an important role for standard night travel due to the fact that type of car can accommodate as nearly as many passengers as a normal long-distance car although it also provides a possibility to sleep in a berth overnight.

In 1968 for example, the German company DSG reported passenger numbers of over 1,8 million customers for domestic as well as international travel1. In 1974 CIWL reported a turnover of 7,7 million sleeping car passengers throughout Europe with 1 million passengers in France, over 630.000 in Spain and over 560.000 in Italy2.

Since then, the rising competition of the automobile as well as airline travel made it more a difficult for the railway operators to compete bearing in mind that operating costs rose sharply thus making this market segment more and more unattractive. As a reaction to this the European sleeping car pool had been created in 1971 by the railway companies of Belgium, Denmark, Germany, France, Italy, Luxembourg, the Netherlands, Austria and Switzerland. This TEN-Pool was responsible for fleet operations, a more efficient schedule offering and common marketing. The acquisition of new rolling stock however was now in the hands of each railway company.

Despite those efforts night trains services became less and less successful. Especially due to a lack of investment into new rolling stock and internal competition by emerging high speed train services – notably in France and Germany – things got even more difficult. Despite this fact and a trend to drop investments passengers still voted for using night trains, even if amenities and comfort were more and more criticised.

1 Source: Deutsche Bundesbahn, Top Themes Vol. 9, 1968 2 Source: Die blauen Schlaf- und Speisewagen, Alba-Verlag Düsseldorf Page 12 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Until 1989/1990 night trains services in Eastern Europe still played an important role because of the different economic situation in the socialist countries as well as a broader need to offer long-distance train services within Eastern Europe as well as with Russia. Also lack of airline services and a limited availability of the private automobile supported these trends.

Since 1990 however some railway operators in Europe have started a rethinking process. After having dissolved the sleeping car pool, the European Railways have taken over operations of virtually all night train services themselves. Routes with significant turnover of passengers have enjoyed a program of investment into new rolling stock or a significant refurbishment program including update and enhancement of services provided.

The Spanish railways RENFE took over a pioneer role by successfully operating long distance night trains of the TALGO type between Spain and France. Germany, Switzerland and Austria followed in 1995 by starting a joint-venture company called DACH Hotel Zug AG. Under the brand name City Night Line, a unified night service was created with new rolling stock. In the following years all shares of this company have been acquired by the German railway operator DB AG. Together with its own night train operations company DB Nacht Zug, both subsidiaries of DB AG carried a total of over 1,5 Million passengers in 2002 representing a turnover of more than 100 million €3. Other railways – like those of Italy and France – followed this example by creating joint venture operations (like ELIPSOS partnering with SNCF and RENFE or ARTESIA between SNCF and FS Trenitalia).

Countries like Sweden, Norway and Finland - where traditionally a significant network of night trains is provided- are now following a varying strategy. Whereas night services in Finland are still enjoy a high turnover (which also lead to the recent order of new rolling stock), the Swedish Railways SJ lost virtually all of their night services in Northern Sweden to private competition after a tender had been issued leaving only three national and one international route being served by SJ. In Norway all international night trains ceased operations leaving only trains from Oslo to Bergen, Trondheim and Stavanger plus a night service from Trondheim to Bodǿ in the North. These services are operated using subsidies by the Norwegian state. Eastern European railways countered the negative trend of regressing passenger numbers by investment into new rolling stock thus offering better services.

In 2003 however virtually all operators faced a rising and strong competition by Low-Cost- Airlines, which sometimes operate in direct rivalry to their long-distance services. This lead to a necessary price cutting despite the fact that operating costs remained the same. Operators like the Dutch and Belgian railways decided to give up their night train operations totally. Only in a few cases such services have been taken over by other operators. This negative situation threatens the overall existence of night trains if no new measurers for gaining new customers, enhancing operations and marketing can be found as well as efficient investment into future rolling stock can be can realised. Therefore many operators see themselves as being at the crossroads. The year 2004 will show if it will be possible to turn around this negative trend by offering a price sensitive product as well as provide an efficient yield-Management. First positive signs for a turnaround can be seen especially with operators in Central as well as in Eastern Europe where some operators have started significant investments into rolling stock. Some of these new examples for modern night train services have been presented to the public during InnoTrans fair in 2004 in Berlin.

3 Source: press information provided by DB Nacht Zug, annual report CNL AG and interviews with General Management Page 13 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

4. Characteristics of Night Train Services (2004)

Night trains versus day train: a comparison

From a traveller’s standpoint, night trains offer two significant advantages over travel by air, automobile or even day train:

 Night trains save a travel day, offering a much-improved planning at the destination enhancing efficiency of business as well as private trips.  Night trains are the only surface transportation offering a real bed whilst travelling long distance, so that the passenger does not have to abstain from the usual sleeping comfort.

Therefore, night trains are composed of special rolling stock that – apart from the usual long distance carriage also used in day trains – carry specially designed cars for night travel:

 Sleeping cars (see above picture), which contain of cabins with berth and a wash basin (public WC and sometimes shower available) as minimum standard. Some cabins also dispose of their own bathroom with shower and WC. Those compartments very often feature a hotel-like standard on rails.  Couchette Cars (see left) with simple berths and public washrooms and WC.  Sleeperette cars which are used in some night trains dispose of reclining seats similar to those used in long-distance aircraft for business class or on ferry boats.

Apart from those characteristics the following differences may apply:

 Night trains very often cover long-distance ranges of 500 km and more – especially where day trains cannot cover the trip during normal daytime hours or where the timetable and distance covered is too unattractive for a day trip by rail.  In general the departure time desired by the general public is between 8 PM and midnight, whereas arrival at destination should not be earlier than between 6.30 and 9 am4. This means that according to average speed and distance between stations a maximum distance of 1500 km is possible. Because of the fact that the operational costs do not minimise along with the distance travelled, the overall range of operations might be limited to those destinations that warrant a profitable service  Because of the given time frames, it is very often the case, that only once per night such services are offered. Only a few city-to-city relations offer two night trains per night (for example some domestic routes in Finland and Italy, between Berlin and Munich or Paris and Rome). Therefore, the total passenger potential of night trains as compared to day train traffic is limited.  Night trains (such as the couchette car of French Railways SNCF pictured to the right) normally carry special service personnel looking after passengers in sleeping as well as couchette cars. These services comprise of check in and ticket collection, room service, catering, overall control and surveillance duties.  Night trains with a medium range very often have a longer travelling time as compared to their day train counterparts in order to make sure that passengers enjoy a reasonable time for sleeping in the train thus avoiding an arrival that may be too early. In general trains should not be arriving before 6.30 am.

4 Source: market research carried out by ÖBB Page 14 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

 In order to prevent travellers from being disturbed, night trains should not stop between midnight and 6 am to take additional passengers.

 Very often night trains are marketed with special forfeited offers containing the ticket including supplement for accommodation and a breakfast: In all other cases supplements will be charged for ordinary tickets. In most cases advance reservation is necessary  Whereas couchette Cars comprise of nearly the same capacity as an ordinary day time car for long distance travel, sleeping cars accommodate a much smaller number of passengers. Because of the special comfort provided for night travel, sleeping cars accommodate in average 33 to 36 passengers per car whereas a first class car for Eurocity day travel in Europe provides up to 54 seats or 33% more than the sleeper.  Even without consideration of higher staff costs due to special services provided, revenues per sleeping car should exceed those of the first-class car by exactly the same factor in order to be as competitive. Also, the amount of seat kilometres achieved in operations is much lower than compared to a day car, because of the fact that most sleeping cars are not suitable for use in day traffic. (Graphic shows a sample arrangement of a German universal sleeping car):

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5. Demand and requirements

Target groups

Target groups for night trains are mainly those travellers, who prefer a train journey to other means of transportation. This preference can have different reasons: our analysis has come to the conclusion, that there is no typical “night train traveller”, as there are night connections on different routes with different travel needs and reasons. Nevertheless, there is a certain target group, who has developed a special affinity for night trains and who uses them intensively. The reasons are:

 taking the train allows time advantages by early arrival or late departure  the traveller carries a lot of luggage, so that transport by plane would be too expensive or impractical (for example bikes or sport equipment)  a train journey is more attractive than flying as the passenger can get to know country and people (specially for tourists and travellers from abroad)

Depending on connection and destination, the share of each target group is very different and even varying by day of week. Night trains attract very different target groups with varying price sensitivities. Although the user potential is restricted, it is common that different levels of comfort, beginning from seated coach and ending with first class sleeping car, are offered within the same train. Certain target groups can be allocated to certain car categories due to market observations5.

Business travellers, long distance commuters, frequent private travellers and families with a higher income nearly always use the sleeping cars. Holiday travellers prefer the couchette. The users of night trains can be categorized in four different target groups:

Business travellers

Night train traveling offers an efficient alternative for business travellers with early appointments, who want to avoid the journey the evening before and the cost of hotel accommodation. Likewise, the business traveller can be back at the office the next morning after a long meeting at the former destination.

The typical business traveller needs a great flexibility in his travel planning as well as the possibility of using his travel time in an efficient manner. These travellers usually tend to faster means of transportation. But there are some arguments to get this group more interested in night train traveling:

The decision for a mean of transportation is often depending on the frequency of the offered connection. A high frequency of departures may be a very important factor for a travel decision, even if a train takes longer than an airplane. Usually, the latest departure time for day trains is normally between 8 and 9 PM. The night trains fill this schedule gap until the early morning. But this is only the case, when the traveling time of the day trains is at least around four to five hours and if there is enough market potential. FS Trenitalia for example offers a night connection Rome-Milan, although hourly trains with a traveling time of four hours are scheduled during daytime.

Night trains often make it possible to spare arrival on the evening before early meetings, seminars or conferences. The business traveller can spend his time at the office or with his family and only has to set off in late evening. In general night train travellers prefer a departure time between 8 and 10 PM. This factor is especially important for destinations, where the cost of hotel accommodation is very high. Therefore, the night train journeys can be financially very attractive for a trip to those destinations.

5 Source: DB Nachtzug, SBB und ÖBB Page 16 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

The index below shows the average cost of hotel accommodation for important European cities. The data is taken off the regularly carried out hotel benchmark study of Deloitte Touche.6

Current average cost of hotel accomodation in Europe based on 3,500 hotels (October 2003) Amsterdam 129 € Berlin 90 € Brussels 99 € London 140 € Madrid 138 € Paris 191 € Rome 164 € Vienna 90 €

Night trains often offer a great time advantage in comparison to flights, because the traveller has only to leave the city centre much later to board the night train than catching the latest flight.

Within the scope of a more precise analysis of 50 business travel relations the departure time of the night train was compared with the departure time from the city centre to the airport as well as the necessary minimum time for check-in for national respectively international flights, whereby a general transfer and a check-in time of each 30 minutes was taken into account. (Synopsis see chapter eight, further details see supplement): number of n ight trains with time advantage over evening flight Time advantage less than 1 hour 7 Time advantage up to 2 hours 16 Up to 3 hours 9 Up to 4 hours 9 Time advantage more than 4 hours 4 No time advantage 1 Proportion of trains with a time advantage of 2 to 5 hours 52 %

On the other hand using night trains avoids early flight departures. Especially in metropolitan areas as the Ruhr area, Paris, Vienna or Berlin an early journey to the airport is necessary. In average a traveller needs for example 1 h 15 min to travel to the airport Roissy Charles de Gaulle in Paris. Considering a check-in-time of 45 minutes means, that the traveller has to leave his home between 4 or 5 AM to get an early morning flight leaving at 6 or 7 AM. In the already mentioned analysis of 50 business travel relations the time advantages over the early morning flight were also examined.

The survey is based upon the official train and price schedules of the operators (date 23rd of December 2003 – source: official publications, internet-schedules or information of the railway companies). The flight schedules and prices were acquired from the travel platforms www.expedia.de and www.start.de (travel platform of the European Reservation System START-AMADEUS). Here the full rate of the latest and the earliest connection of the corresponding relation were enquired. Low-cost-carriers were taken into account, if they offer schedules within the given criteria and provide a full rate without restrictions.

Here the earliest arrival time of the night train in the city centre was compared with the earliest arrival time of the first flight inclusive disembarkation and transfer time of 45 minutes. (Synopsis see chapter 8, further details see supplement). The results are as illustrated below:

number of n ight trains with time advantage over morning flight Time advantage one to 2 hours 11 Time advantage 2 - 3 hours 9 Time advantages more than 3 hours 2 Same time as first flight -(15 ’ ) 6 Later than first flight 7 Proportion of trains with a time advantage of at least one hour 46%

A night train journey enables the business traveller to have meetings at the travel destination until the late evening, to use the staying time efficiently and arriving at home or the office being rested. Additionally, the traveller can use the complete business time exclusively for meetings or work, which is a further and often underestimated time advantage.

In certain transport relations the night train is even much more time efficient than a flight journey, as the train route offers a number of intermediate stops on the way thus creating a great number of additional direct connections, such as:

o Wolfsburg-Paris o Linz-Zürich o Malmö-Berlin o Plymouth-London

Those connections are of special interest to medium sized cities, which have significant travel potential but no good flight connections. The survey did not analyse the many further possible city connections. But as the journey to the airport will be even longer than in the examined connections, the time advantage can be expected to be even greater.

If the passenger is booked into a single cabin, the journey in the sleeping cabin offers privacy to prepare for the meeting or to work through his papers efficiently on the return journey. These advantages are hardly offered in the public atmosphere of an airplane. Due to the nature of their journeys, business travellers tend to take night trains during the week from Monday to Friday. They rarely travel on a Sunday evening or Friday night. He or she normally travels by him- or herself, only occasionally business travellers travel in a group; in those cases they prefer traveling by car, depending on length and reason of the journey.

If the operator offers a good quality and reliable service, he could win the business traveller as a permanent user, as he travels on average a great number of times during the year. According a study published in Focus-Online in 1999 in Germany alone 35 million overnight stays were related to business travel. The LAE-Study (Source: Focus-Online) comes to the conclusion, that executive employees have the highest traveling intensity. Inland journeys are mostly done over the motorways: 47% use their private car and 59 % a company car. Every third takes the train and every fourth use scheduled flights. 8 % are customers of a car hire firm. To travel abroad the airplane it the most used mean of transportation: 73 % use the plane – often combined with an rented car, which is hired by 16% of travellers .

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The private traveller

Unlike holiday travellers, private travellers have many different reasons to travel. The passengers of night trains are mainly:

 long-distance (weekend) commuters traveling to and from their place of work  mainly elderly people visiting their family  visiting family members, who live or work abroad or in a different part of the country  foreign employees traveling home or nationals who live abroad  freelancer on their way to clients or congresses  visitors of big events as conventions, federation meetings, trade fairs, sport events  students traveling for job-related reasons  private travellers traveling for different private reasons  elderly persons who need special care and support. Due to the demographic factor this target group will grow strongly and will be a more and more important group of users of night trains.  disabled persones may prefer night trains, as couchettes and sleeping cars often offer special equipment as disabled cabins. Therefore night trains offer a good resting and caring facilities for this group.

Why do private travellers prefer night trains? Beyond the already mentioned advantages further reasons are thinkable:

 they use night trains, when other alternatives are not or only inadequately given and if the night train journey is attractive in price. The car journey either might require an overnight stay or a second driver to take over, who is not available.  the route by car is to complicated or unattractive (mountain roads, no or overcrowded motorways, weather problems)  train passengers feel more save than traveling in a bus or taking long and tiring rides in the car; some travellers are afraid to fly.  flights are too expensive or unattractive due to rate restrictions.  the departure and arrival airports of low-cost-airlines are too far away from the destination. The transfer to the airports is complicated, long and expensive and therefore the costs in total meet the full rate of a train ticket.

Interestingly, most travellers use night trains, when they have a lot of luggage. This is often the case on long stays with the families or on holidays (presents or buying of goods). Operators as City Night Line meet this need by offering air-conditioned couchettes with a multipurpose-cabin, which enables the traveller to take heavy luggage or bicycles. Especially the target group of (well-funded) seniors takes night trains into account, as they offer special care and support.

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Holiday travelers

Tourists are a main target group for nocturnal traveling. This may even lead to an even utilization ratio of trains – depending on the connection, mainly in the periods, when the business travel is only weak (weekends, school holidays, bank holidays). Tourists react very positive to the message that adventure and recreation already start on the journey to their holiday destination.

The (train) journey itself is here often regarded as an important element of the holiday. This character can be underlined and even strengthened by special services, but the operators have to take care to meet the demands of this target group by offering corresponding service and facilities. Further to single travellers of all ages and backgrounds there are mainly the following target groups:

 young people traveling around Europe (so called „Interrailers “)  couples and families with children  extended families and small groups  tourists from Europe and Overseas (mainly USA, Canada, Japan, Australia)

The reasons for taking the night train are as diverse as the individual needs of the travellers. Therefore, it is worth –especially on very attractive tourist routes – to respond to these target groups. Additionally, special destinations, that have easy access by train compared to the flight connection, are perfect destinations for night train travellers, such as the skiing resorts of Northern Sweden and Norway (Ǻre and Lillehammer), Northern Sweden and Lapland, the German East coast (Rügen), the Alps with their great offer of destinations (such as St. Gervais, Briançon, Chur, Brig, Innsbruck, Bolzano, Ticino), the Cote d’Azur, the Pyrenees and the Italian Riviera east and west from Genova, Costa Brava.

Group business

Charter flights and coaches offer well-priced alternatives for travel groups. But a night train journey can be very attractive for parties and groups. Especially the private train charter business has proved, that operators as Euro-Express in Germany or Skitrein in the Netherlands can operate night trains in a profitable manner.

But special measures have to be taken : such as special group attendance, organization of transfer – mainly at the destination- and the opportunity to offer additional cars. Night train traveling is especially attractive for parties who travel long distances, as it supports the travel adventure in the group and is more comfortable and safe. A main factor of success is a flexible sales policy to meet the demands of this market segment. The necessity of flexible booking possibilities is a must in order to win this target segment over from other means of transportation.

Travel reasons and needs

The reasons for traveling in night trains are as different as the users. Nevertheless business, private and holiday travellers share the following characteristics:

 Spontaneous booking and single train journeys (as supposed to return-tickets) are characteristic for business travellers. The operator has to adapt if he wants to work successfully in this market segment. Spontaneous booking has to be possible by phone including picking up the tickets at the railway station or ticket machines or, if possible, in the train. Especially the possibility of traveling without a ticket issued by the operators has to be checked. CNL AG for example offers booking at short notice through the internet (this is also possible for special rate tickets). The user prints the

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ticket at his PC. Additionally, spontaneous rebooking may not be too expensive. Also intermodal ticketing should be encouraged in order to combine a night train with a return trip by air or high-speed train.  Special travel reasons for business travellers are trade fairs. The exhibitors often use the advantages of the early arrival at the first day and late departure at the last day of the fair. As trade fairs that are known for chronically shortage of hotel accommodation it is very common, that visitors travel by night train for a one-day visit. The schedule planning should take into account that trade fair cities are served not too late in the mornings and not too early in the evenings. It is self-evident that additional capacities are needed –especially for big events.  The private traveller’s intention by using night trains is to save time of transportation, which he can spend at the destination.

Night trains are especially popular for short- and weekend-journeys, traveling to congresses and conferences, skiing vacation (which tend to be shorter than summer holidays, therefore travellers are in need to capitalize on every hour saved).

The needs of the travellers depend mainly on the special requests for comfort and facilities of the nocturnal journey:

 The train should dispose of special sound smoothness, the cabins have to be soundproof towards each other and the corridor. Air-conditioning is self-evident, as well as air exchange and adjustable temperature control.  In the sleeping car, certain categories should be equipped with their own toilet and shower, but at least one public shower and a sufficient number of toilets in the car. The beds in the sleeping car should be of sufficient comfort, and their length be of standard size.  The couchettes should set off with prepared bunks and the compartments should have enough storage space for luggage. A sufficient number of bathrooms (if possible a shower) and toilets in the couchette should enable all passengers to get ready in time before arrival.  In any case there has to be enough space for additional luggage – ideally special areas for heavy items, skis, bicycles, surfing equipment e.g., Compartments have to be lockable, to satisfy the security needs of the travellers. The train staff should take care of quietness and security. Depending on categories special compartments for families with children and disabled people are necessary to meet their special needs. Additionally, there should be different designated areas for each sex.  As the average time spend on the night train is longer than at day time, a sufficient offer of food and beverages has to be catered for. Especially trains with a long route or early departure respectively late arrival time, should be equipped with a dining car and or a bistro.

6. Schedule offer

The schedule offer of the European trains can be broken down into certain categories respectively train types. Most of the European railway operators have agreed on a standard denomination of train categories, thus offering a standard product for international traffic. The most common train genres in nocturnal transport are:

 EuroNight EN – quality train of the international nocturnal travel with air-conditioned sleeping cars and couchettes, special services and global pricing  CNL – City Night Line international night train with different categories in air- conditioned sleeping cars, couchettes and reclining chairs, restaurant on board, additional service  NZ – DB Nacht Zug in national traffic within Germany or on international routes (neighbouring countries) with air-conditioned sleeping cars, couchettes and reclining chairs, restaurant on board, additional service  Night trains of other European countries with international traffic with different train genres names as Nåttaget, Corail Nuit, Treno or Intercity Notte, Tren Hotel, Tren

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Estrella or Nocny Express e.g. These trains have in general different categories of sleeping cars, couchettes and reclining chairs.

As already mentioned, an according potential (so-called source - and destination traffic) and the quality of the schedule are determining the success of a night train. Nevertheless, there is no golden rule, as particularities at certain departure destinations as well general traveling habits also have impact.

In general, the user expects a departure time from 9 PM to midnight, whereby between 9 and 10:30 PM is the most preferred timeframe for departure. The arrival should generally not be before seven am and no later than 9 am7. Private travellers and tourists are more flexible in respect of the arrival time than business travellers.

But there is always an exception to the rule. Especially regularly traveling passengers put great emphasis on a steady schedule without changes. The CNL, for example, has made different experiences with the departure from Dortmund to Zurich. The travellers had come to terms with the late departure time at midnight and did not reward the alteration of the departure at 10 PM. Beginning from the schedule period 2004 the late departure time has been reinstated.

A main factor is the coverage of attractive connections from and to the night trains. As most European stations have introduced synchronized timetables it is important to reach the relevant stations providing important connections. While this works for example very well with CNL 319 Amsterdam – Munich with an arrival time at 7:18 am with the connections to the upper Bavarian holiday resorts, to Tyrol, Italy, Southern Austria and Salzburg it does not with the arrival of the EN 110 in Malmö (7:59 am), as connections to Gothenburg and Oslo can only be reached with a waiting time of one hour.

The reliability and compliance of the schedule are vital for reaching connections. Due to the significant schedule reserves, night trains often do not have problems to keep to their schedules. If delays occur, they arise at the frontiers or within metropolitan areas during the rush hour time in the mornings.

7 results of survey conducted with 50 travellers being confirmed by statements from ÖBB and DB. Page 22 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

7. Rolling Stock

Due to historical and technical reasons, the rolling stock in Europe is not standardised, although most railway carriages fulfil common technical standards set by the UIC8. For international services, a passenger car must fulfil various specifications like the compatibility with different brake systems, clearance limitations, voltage systems etc. Although most carriages serving in international trains fulfil those specifications, it does not necessarily mean that they could be operated in every country. Especially operations on new high speed lines often require the adaptation of special technical requirements.

Sleeping Cars

In Europe two standard types of sleeping cars – equipped with air condition and special sound insulation - are common: The single-deck universal sleeper and the double-deck „City Night Line“ sleeper. Special types of sleepers can also be found in articulated trains like the Talgo units, sleeping cars with different layout operated in Scandinavia or the “Wagons-Lits Excelsior” operated by Trenitalia. (pictures show cars operated by DB, SNCF, SJ and Scotrail9)

The basic layout of universal sleeping cars – apart from a few exemptions – consists of the so-called “half compartment” – derived from the basic compartment layout used for the European express train passenger car.

One transversal wall (see photo to the right) accommodates one to three fold-away beds that can be prepared according to reservation status as a single, double or three-bed compartment.

Because of the special comfort provided the sleeper in general only disposes of one pair of exit doors. Additional space is gained high curvature of the sleeping car roof allowing to use the maximum allowed clearance capacity.

In day position (see photo to the left) the compartment provides a fold-away seating bench with single seats. During the night the seating bench is located under the lower bed.

The opposite traversal wall disposes of the wash basin, wardrobe and luggage rack or in some cases the access to the separate shower and WC. This basic layout can also be found with the sleepers used in Great Britain, where only a two-bed configuration is used due to clearance limitations.

One variant of this universal layout has been used with the so-called T2 or T2S sleeping cars with a maximum occupancy of two passengers per compartment. In some cases the cabins

8 Union Internationale des Chemins de Fer, International Railway Association 9 Copyright photo of Scot rail-sleeper : P.L. Guillemin Page 23 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 are convoluted into one another in order to provide more beds by minimising the overall compartment size. A basic layout plan of these sleeping car types could be found in the appendix.

Sleepers used in Talgo trains use a different configuration. Apart from four-bed- compartments which dispose of a wash basin under the window those trains which are coupled together permanently – also dispose of two-bed compartments with either wash basin or a separate WC and shower. The following photos (Copyright SNCF) show (from left to right) a 4-bed layout, 2-bed compartment and shower/WC :

Sleeping Cars of modern design in Germany and Sweden as well as Norway are also equipped with a shower that can be found along with the WC at one end of each sleeping car.

Whereas most sleepers consist of a service compartment for the sleeping car attendant, Talgo Trains use a different service concept with a central reception and therefore no special attendant compartments are provided. This is also the case in Scandinavia where most sleepers have beds already prepared for the night and any ticket control or extra services are provided by conductors. Another exemption provides the compartments of the “City Night Line” double-deck sleepers which also usually accommodate a maximum of two passengers. These compartments are evenly distributed on two levels of the car and connected to the central corridor by small stairs. The following photos of a City Night Line sleeper show (left to right): deluxe compartment, corridor, washbasin, economy compartment in day position, bed.

All City Night Line trains also dispose of two four-bed- compartments in each sleeper. Whereas deluxe compartments dispose of their won shower and WC, economy compartments have a wash basin and centrally located WC for common use. Double Deck sleepers used by DB Nacht Zug in Germany lack the 4- bed compartment – instead their space is used for a shower which is provided for those passengers using Economy compartments.

All sleeping cars – regardless of their layout – dispose of full-length beds. Apart from a typical hotel-like design, wash basins provide mineral water for dental cleaning. Although fresh water is provided most operating companies do not recommend to use fresh water for drinking in order to prevent hygienic problems. Only the newest sleeping cars built by DB Nacht Zug and Talgo provide sterile fresh water tanks

The occupation of sleeping car compartments can be different according to demand. In order single use of a sleeper cabin a first-class fare is needed whereas all other types of accommodations usually only require a second class ticket. Single travellers wanting to use one bed in a two-or three-bed compartment usually must accept sharing those with another passenger of the same sex.

In most cases the maximum occupancy of sleeper cars is between 30 and 36 beds according to each type. However, it is very seldom that this maximum is reached because of passengers wanting the cabins only for single or twin use. Even if the sleeper may be fully booked, only 50 per cent of the full capacity may be carried.10 The following chart shows an overview of different sleeping car types, further details see appendix.

10 statements by DB Nachtzug, ÖBB und SBB Page 24 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

typical sleeping car types type used by average no of beds/cabin total capacity configuration years of cabins service** WLAB 33 DB / SBB (30) 5-10 11 3 33 1/2/3 WLAB 30 ÖBB (50)10 10 3 30 1/2/3 Wlee HZ 0 11 3 33 1/2/3 WLAB 33 several Eastern European 20-30 11 3 33 1/2/3 T2S ÖBB 20 17 2 34 1/2 T2S FS 10-20 17 2 34 1/2 T2 SNCF, RENFE 25-30 18 2 36 1/2 MU SNCF, FS, ÖBB 25-30 12 3 36 1/2/3 MU ÖBB (30)5-10 12 3 36 1/2/3 WL 1 SJ (40)5 10 3 30 1/2/3 WL4 SJ 10 11 2 22 1/2 WL5 SJ, NSB (45)15 10 2 20 1/2 WL6 SJ 10 13 3 39 2/3 SLE FGW, Scotrail 20 13 2 26 1/2 WL26x RENFE 15 11 2/3 26 1/2/3 WL24x RENFE 15 13 2 26 1/2 DWLABM CNL 5-10 15 2/4 34 1/2/4 DWLBM CNL, ÖBB 5-10 19 2/4 42 1/2/4 DWLABM DB 5-10 13 2 26 1/2 DWLBM DB 5-10 17 2 34 1/2 MUn ÖBB 5-10 10 2/3 32 1/2/3 WLAz/TWL5dDB, RENFE, ELIPSOS 5-10 5 2 10 1/2 TWL5g RENFE, ELIPSOS 5-10 6 2 12 1/2 TWL6u RENFE, ELIPSOS 5-10 5 4 20 4 ** since delivery or last rebuilding

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Couchette Cars

Most couchette cars have been developed based on the standard long-distance passenger car. Like the sleeping cars their night configuration consists of three bunks that could be folded away during day time. However, in the case of couchettes the full compartment is being used providing a total of six beds (or seats) as a maximum because amenities like wardrobe, washstand etc. are not provided. In some cases, operators also provide compartments that are only occupied with up to four passengers. The roof area is used to store luggage so that a larger area than normal which fills the room above the corridor is also used for these purposes. The pictures show cars of SJ, DB and CNL (with luggage compartment).

The variety of types is much more restricted than in the case of sleeping cars. Most cars comply with the so-called X-layout by UIC with a maximum of 60 beds in 10 compartments and one attendant cabin. Only those cars used in Sweden vary from this configuration offering only 9 or 8 compartments with a maximum occupancy of 6 passengers each. In all cases, couchette cars are equipped with several common lavatory compartments and WC which are located at each car end. The compartment layout is also similar with nearly every operator, only the number of lavatory and WC varies. A typical layout (provided by DB Nacht Zug) is shown here:

Bunks are of a much simpler design than their counterparts in the sleeping car. In most cases only a pillow and blankets are provided, beds must be prepared by the traveller himself. (pictures at the bottom show: couchette compartment in a CNL train, couchette compartment in day use (Trenitalia), corridor in a DB Couchette car, couchette car of ÖBB)

As already mentioned, most operators have started to provide 4-bed compartments in their couchette cars. Although it is common to provide access to this category with a 2nd class ticket, operators like SNCF provide so-called “couchettes première classe” , which are only accessible to passengers holding a first class ticket.

As one of the few special type of couchette cars the Central European operator CNL uses a combined couchette car with luggage compartments for bicycles, ski or bulky baggage. (see photo).Operators like DB Nacht Zug have equipped a number of couchette cars with specially designed compartments for handicapped people which provide very ample space and dispose of access to a specially equipped WC. In most cases these compartments provide better amenities for handicapped passengers as their sleeping car counterparts.

The only exemption from the usual couchette layout provide those couchette cars in service with Talgo night trains by DB Nacht Zug. These cars are equipped with 2-bed compartments where beds are arranged lengthwise copying the former standard configuration of Pullman sleepers in the USA. The reason for this unusual layout can be explained with the deviating types of categories provided in those trains. Sleeping cars only provide a deluxe and no standard category so that the operator wanted to offer a more comfortable alternative to the usual couchette layout. Photos show exterior view of couchette cars of DB Nachtzug, CNL and ÖBB.

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Sleeperettes

Sleeperette cars often remind passengers of similar seating arrangements in Business Class cabins on long-distance aircraft, however have been developed firstly by the US railroads in the forties11.

In Europe a total of five railway operators use sleeperette on certain routes. The French railways SNCF and the Central European CNL are the operators using the most cars of this kind. German operator DB Nacht Zug provide such cars in their Talgo night trains between Munich and Berlin or Hamburg respectively. The Austrian railway ÖBB use similar cars to those of CNL in their Euro Night train “Wiener Walzer”: Norwegian Railways operate sleeperette in their night train between Trondheim and Bodǿ .

The cars use a basic layout for long distance cars with lateral corridor but comprise of specially designed reclining seats that allow a much better reclining position as compared to seats in day use. Cars used by CNL and ÖBB dispose of specially designed body-contoured seat with integrated reading light and allow a very comfortable reclining position such as those cars used by the Norwegian NSB. The NSB cars even provide a curtain per each seat which allows a certain privacy during the night.

The contingent of sleeperette cars is low as compared to the other two types designed for night travel. Of 172 night trains in Europe only 25 or 14,8% are equipped with such cars. Perhaps operators concentrate more on standard and deluxe equipment for the traveller thus preventing internal competition between each category (Picture at the bottom show a diagram of a typical CNL couchette car)

In 2004, a number of newly built sleeperette cars has been introduced by Polish Railways PKP on their new EuroNight service between Warsaw, Cologne and Brussels. These cars are equipped by the Polish seating specialist Taps and are very similar to those used on airplanes. These seats especially feature a integrated reading lamp so that neighbouring travellers are not easily disturbed. Despite this new development, it us uncertain however if operators will fully embrace the idea of sleeperette service because they often cannibalise the other low fare categories like normal seating cars. The picture to the left gives an impression of the new sleeper seat.

11 Source: Dreamtrains – Kalmbach Publications 2002 Page 27 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Standard passenger cars

In most cases (such as in the photo to the right depicting a compartment of a DB NachtZug train), operators use standard equipment for their seated coaches. The most common type used is the standard compartment coach with up to six seats per compartment and a centrally located lavatory and WC. Compartments provide a much better privacy during the night as compared to coaches with lateral corridor and therefore are much more preferred by the travelling public. In the past, most European operators provided seats in their compartments that were fully reclinable so that almost a vertical position was created when occupying two opposite seats. Unfortunately this is not always the case any more. Only operators like ÖBB and FS Trenitalia provide fully reclinable seats in their compartments. Interior specialist like the Czech company Borcad who delivered seats and bed components for the new DB Nacht Zug sleeping cars also offer a seating arrangement for standard cars that allows travellers to adjust two opposite seats in fully reclining position (see photo).

Only a few operators like Scotrail have adapted their rolling stock according to special needs during night trip providing for example more legroom for the passenger. Other railways like CNL prefer to operate sleeperettes rather than seating coaches. Although basic layout of compartment coaches is similar to the couchette car, they accommodate a greater number of passengers with up to 12 compartments as compared to 10 compartments in a standard couchette car. Traditionally seating coaches provide much more revenue seats than any other car used in night trains. A standard compartment coach provides up to 50 per cent more seats than a standard sleeper thus offering more opportunity for extra revenue.

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Standard layout for sleeping car, couchette car and compartment coach © DB AG

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Catering, Dining Cars, Lounges

Some operators use dining or lounge and bistro cars – especially for long distance night trains. These are either a fixed part of the train composition like with the Talgo articulated trains of RENFE, Elipsos and DB Nacht Zug, in most other cases typical day train dining or bistro cars are being used. The following operators provide dining or bistro cars in their trains:

 VR (Finland)  ARTESIA (Italy-France)  SJ (Sweden)  ELIPSOS(Spain-  Connex (Sweden) France/Italy/Switzerland)  NSB (Norway)  RENFE Hotel Trains (Spain)  DB Nacht Zug (Germany)  CP (Portugal)  CNL (Switzerland/Central Europe)  First Great Western (UK)  MAV (Hungary)  Scotrail (UK)

VR, MAV, Artesia and CP use common dining cars for their services. VR, SJ, DB, CNL, Great Western and Scotrail provide service and catering operated on their own whereas other railways have outsourced such services to companies like WARS (Poland), Utasellato (Hungary), JLV (Czech Republic), EBS AG (Switzerland), ISS Trafficare (Connex Sweden). However, the market leader in this area is Compagnie des Wagons-Lits CIWL, which operates such services in France, Portugal, Spain, Italy and Austria. Also, the services to couchette and sleeping car passengers has been organised differently. In most cases those Catering companies also take over such services directly and provide staff. The Compagnie des Wagons-Lits is also a leader in servicing most night trains Western and Southern Europe as well as in Austria.

Especially Bistro cars are mostly frequented during the evening allowing to have a late-night dinner or to order an snack. Passengers very often welcome the convivial atmosphere or the possibility to have a late-night drink or supper, a very important marketing factor. A recent survey conducted by DB Nacht Zug has shown, that 44 % of all night train passengers use the dining or bistro car for dinner or a drink. For every fifth passenger the provisioning of such services is a vital argument for using night trains.12

Long distance night trains in Scandinavia or Talgo Trains offer a breakfast service in the morning, where in most cases sleeping car passengers can choose between having breakfast served in the compartment or diner. DB Nacht Zug provide a full breakfast buffet to their Talgo-passengers. Picture at the bottom provide samples of accommodations and menu.

12 Source: internal customer survey by DB AutoZug , March 2003 Page 30 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

8. Services provided by operating companies

Pre-Trip Services

The European railways in general offer a great variety of services around train journeys. Further to the attendances typically offered to all long-distance travellers, such as luggage transportation, taxi booking, offer of lounges for frequent travellers, some operators have introduced additional services:

 DB Nacht Zug offers in cooperation with the Steigenberger Hotel Group a free soft drink or a free beer to passengers of the sleeping car between 8 pm and midnight. Travellers can use special rates of the hotel group in the night prior to or after the journey.  First Great Western or the SJ enable passengers to occupy their cabins long before departure of the trains, so that they can go to bed earlier. The same applies for the longer stay at the destination, so that the sleeping cabin does not have to be left directly by arrival.  Some operators as RENFE / Elipsos offer a reception service to enable check-in before the departure of the train.

On-Board Services and their customer requirements

A main part of the on-board services in a sleeper or couchette cars is provided by stewards or conductors directly assigned to those cars. Sleeping cars and couchettes in general dispose of attendants’ cabins at one end of the car, where often a small kitchen and storage room is installed to enable catering for the passengers. The couchette cars also are served by with stewards, who offer support and similar services as their colleagues in the sleeping cars.

The stewards’ main task is to facilitate access and exit of the train, to prepare the cabins for the travellers, to wake the passengers, to offer food and beverages and to take care of security on board at night. After the fires in sleeping cars in the last years (for example DB 2002, SNCF 2003), the train operators take special care of security. New and converted trains are equipped with fire detectors, which have of become general standard especially in Scandinavia in the last years.

These services distinguish day from night trains. Apart from the conductors there are no stewards attending the passengers in the day trains. This is one of the main reasons why elderly travellers and families prefer night trains; this aspect is an important factor for marketing.

As already mentioned, the dining car is a main part of the on-board-services. It is taken for granted by most passengers, although not all of them may use it.

In Sweden night trains offer additional entertainment services: the bistro-train of SJ from Gothenburg to Storlien is equipped with a cinema showing up-to-date movies; Connex offer a normal dining car and a so called “Sällskapsvagn”. This car is equipped with a bar, a kiosk and a lounge with video screens.

Self-evidently is the provisioning of the beds with bed-linen, towels, soap and drinking water. Pillows, blankets and sheets are free of charge in the couchettes. The showers as special service equipment and are exclusively reserved for sleeping car travellers. According to the operators the passengers generally accept these services and are regarded as a standard requirement

Page 31 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

In this context a poll of passengers of the Austrian Railways OBB carried out in 1996 onboard night train “Wiener Walzer” between Vienna and Zurich gives some insight into the customers’ needs and requirements. Here are the most important results13:

total results Total number of respondent ...... 255· Sex ...... 54.6% male, 45.4% female · Age ...... 34.1% 20-29 years, 29.7% 30-39 years · Profession ...... 38.9% employees, 18.4% self-employed, 17.6% students · Permanent residence (state) ...... 55.8% CH, 30.5% A, 4% USA, 2.8% D · Station of departure ...... 94.9% Vienna West · Station of arrival ...... 80.2% Zurich HB · Destination ...... 31.8% Zurich, 10.5% Bern · Travel reason (MF) ...... short trip 29.4%, business trip 26.7% · Used ticket (MF) ...... ÖBB 51.8%, others 72.9% · Night train journeys in the last 12months ...... 54.3% less than once a month · Decision for the Wr. Walzer (MF) ...... 56.5% convenient timing · Advantages Wr. Walzer – airplane (MF) ...... 68.1% better rates · Booked category ...... 42.5% couchette, 33.5% hotel car, 24% sleeperette · Decision for category (MF) ...... 54.9% best cost/ performance ratio. · First impression from Wr. Walzer ...... 75.5% very good/ good, ø 2.12 Contentment with facilities in the car (Average, 1= „very content“....4 „not content“) Cleanliness...... 1.52 · Design, colouring, ambiance ...... 1.96 · Cleanliness in the sanitary areas (WC, cloakroom)...... 2.06 · Functionality of the sanitary areas ...... 2.00 · Lightening in the car ...... 1.84 · Climate, heating, ventilation in the car ...... 1.97 · Aisle width of the car ...... 2.37 · Connecting doors between the cars ...... 2.12 Contentment with facilities in the compartment (Average, 1= „very content“....4 „not content“) · Elbow-room ...... 2.47 · Cleanliness ...... 1.64 · Luggage rack ...... 2.34 · Coat rack ...... 2.53 · Climate, heating, ventilation ...... 2.09 · Smell ...... 1.93 · Ambience, comfort and cosiness ...... 2.23 · Curtains ...... 2.03 · Flooring ...... 1.91 · Ceiling liners ...... 2.04 · Ceiling lightening ...... 1.93 · Reading lamp ...... 2.07 · Washing facility (if available) ...... 2.10 · Soap, towels (if available) ...... 1.60 · Shower (if available) ...... 1.58 · Comfort of bed / reclining chair……………………..…………………………………………………2.18 · Blanket, pillow ...... 2.08 · Access, sockets ...... 2.11 · Engine smoothness of the car ...... 2.17 · Noise by co-passengers ...... 2.09 Visits of the dining car in general...... yes (always – rarely) 79.5%, no 20.5% · Visits of the dining car Wr, Walzer ...... 25.4% yes

13 survey carried out by the Institute of Geography and of the university of Salzburg on behalf of Austrian Federal Railways ÖBB- source : http://www.sbg.ac.at/populorum/oebb_wiener_walzer.htm

Page 32 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Desired entertainment (Average, 10=absolutely, 1 =unlikely) Bar for chatting and reading...... 6.85 · Candlelight–Diner in the dining car ...... 4.95 · TV ...... 6.20

Possible demands of on-board-facilities (Average, 1=most likely, 4 =unlikely)

· Fresh water in every compartment ...... 1.67 · lockable cases ...... 2.02 · Mobile phones ...... 3.09 · Fax...... 3.57 · Newspapers ...... 1.95 · Room service ...... 2.80 · Radio in compartment/bed...... 2.26

Profile of opinion Wiener Walzer (Average, 1=absolutely , 4 =unlikely)

· I feel safe on board...... 1.69 · The staff is friendly and helpful...... 1.54 · The staff is competent...... 1.60 The service on the Wiener Walzer is better than in other (conventional) sleeping cars…...... 2.27 · The facilities of the Wiener Walzer are better than in other (conventional) sleeping cars...... 2.39 · I feel comfortable ...... 1.92 · Waking in the Wiener Walzer (MF) ...... 35.9% individually, 34.6% Music & announcement · To stay in the train after arrival for one hour ...... 36.7% yes · Breakfast (MF) ...... 51.7% in the compartment, 27.5% dining car

· Cost/ performance ration train journey in the Wiener Walzer ...... Ø 2.23

· General impression of the EN 466 Wiener Walzer ...... Ø 2.06

Post-Trip

The on-board-services offered by some operators include, as already mentioned, the possibility to remain in the sleeping department for a certain length of time after arrival at the final destination train station. Travellers of Scotrail and First Great Western can therefore avoid waking up early. These operators cover the deficiency of lacking showers with the opportunity to use the showers of certain train stations’ lounges.

While breakfast is offered to passengers of the Norwegian and the Swedish railways at certain stations in restaurants nearby, passengers of DB Nacht Zug can receive a free cup of coffee or tea before nine pm in cooperating hotels of the Steigenberger group close to certain stations. The Dutch operator Euro Express offers transfer from train stations in ski- regions in Austria and Switzerland to skiing resorts nearby. In general, all of the operators’ conventional services for long-distance traffic can be considered, a main factor is the reservation and use of hired cars for business travellers.

The services of DB AG and SBB are especially exemplary, as they provide cars in car sharing practice for frequent travellers. The cars are usually provided close to the platform. This is a great advantage in comfort and cost for the traveller, as this service is cheaper for short journeys than using a hired car.

Page 33 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

9. Operating Companies and their offer

In the following chapter the author present the operating companies and their offer, significant comfort features and aspects of current strategic developments. Where applicable, passenger figures and further economic data and regulatory information will be provided as well. Some marketing and distribution aspects will also be highlighted. explanation of charts: von = from // nach = to // Betreiber = operator // Schlafwagen = sleeper // mit Dusche = public shower // Abteile/DU/WC = compartments with private shower/WC // Liegewagen = couchette // klimatisiert = air condintioned // Speisewagen/Bistro = dining car or bistro car for a more detailed overview and explanation of remarks please refer to the appendix

Finland (VR)

The Finnish Railways VR operate a dense network of domestic night trains primarily between the metropolitan Areas of Helsinki and Turku and the Northern Parts of the country::

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Helsinki Joensuu VR x Helsinki Kemijärvi VR x x Helsinki Kolari VR x x z.T. 2x täglich Helsinki Kolari VR x x z.T. 2x täglich Helsinki Kuopio VR x x Helsinki Oulu VR x x Turku Joensuu VR x x Turku Kemijärvi VR x x

All international trains to Russia are not part of this study, as they are operated by the Russian Railways. All night trains carry sleepers as well as normal day coaches. Couchette cars are not known in Finland. Sleeper’s match correspond to common universal standard layout carrying standard compartment with a wash basin. WC can be found at each car’s end.

Due to the fact that Finland uses broad gauge, compartments are usually wider providing more legroom as compared to other European types. Most trains are equipped with full- service dining cars and car carriers which further supports usage of those trains. The car sleeper services are quite popular due to the fact that roads in Northern Finland are not as good as in the South and climate conditions can make driving inconvenient especially in winter.

After having secured a long-term contract with the government over subsidising further long distance services to the North, VR has ordered 20 new double-deck sleepers for night service, which for the first time offer deluxe accommodation with cabins comprising of their won shower and WC. Due to the very high clearance limits it will become possible to make ample use of the space provided by a double-deck car. The VR sleeper rolling stock comprises of 110 cars with the eldest series of 36 cars dating from the 70ies. These cars are expected to be withdrawn from service when the new equipment will be delivered in 2006. The remaining 74 cars will undergo a complete general overhaul. In 2002 400.000 passengers used the night trains to and from Lapland 14. Prime users of the night services are tourists and private travellers with the exemption of services to Oulu that are also used

14 Source: Press release by VR dated 3.11.03 Source: http.//www.x-rail.net Page 34 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 by business travellers. The product is proactively marketed throughout all distribution channels like stations, agents, and the internet and plays an important role in the overall product presentation of VR. Especially significant for VRs presentation policy is the fact that a detailed description and photos presenting each different type of accommodation is easily accessible on their web pages.

Sweden (SJ AB / Connex Sverige AB)

In the last ten years the originally dense network of night trains in Sweden has been reduced to a number of 9 relations consisting of three international and six national services. Two operating companies – Connex Sverige AB covering traffic to Northern Sweden and Narvik in Norway and former State Railways SJ AB for the other services – operate the network which comprise of the same rolling stock ordered by former State Railways SJ :

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Göteborg Lulea Connex x x x x x x Göteborg Narvik Connex x x x x x x Flügel zum NZ Stockholm-Narvik Stockholm Lulea Connex x x x x x x Flügel zum NZ Göteborg-Lulea Stockholm Narvik Connex x x x x x x Göteborg Storlien/Östersund SJ x x x x x x Kinowagen Malmö Berlin SJ x x x x x nicht täglich Malmö Stockholm SJ x x x x x Malmö Storlien/Östersund SJ x x x x x nicht täglich Stockholm Storlien/Östersund SJ x x x x x x nicht täglich

Only recently (Summer 2003) Connex Sverige has won the bid to operate the long-distance trains to Northern Sweden in a tender by the Swedish regulator authority Rikstrafiken.

In all cases most night trains are used by tourists or private travellers. Only trains serving the routes between Malmö and Stockholm or Berlin see a significant number of business travellers. Because of the long overall travelling time trains to Narvik and Storlien feature a special entertainment and catering offer as described in chapters 10 and 11.

In 1999 the total sleeper rolling stock comprised of 83 sleepers of types WL1,4,5 and 6. In 1993 the couchette car rolling stock dating from the 40ies (modernised) and 80ies amounted to 89 cars.

Currently night train services in Sweden undergoing strategic changes. In parallel to those services provided by former state Railways SJ the governmental body Rikstrafiken has opened the night train traffic to private operators with the possibility to offer new routes to third parties.

GVG GmbH – a privately run train operator based in Frankfurt, Germany, has teamed up with SJ to offer the only remaining international night train service from Sweden between Malmö and Berlin. This „Berlin-Night-Express“– inaugurated in 2000 – enjoyed increasing usage by travellers with a total of 45.000 passengers using the train in 2002 15. The service is provided daily in Summer and three times per week during the low season being the only negative aspect for the travelling public (especially business travellers). During the current timetable service is not provided in January and February 2004 which may hint to a decrease in passenger usage.

15 information provided by GVG GmbH Page 35 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Marketing and distribution practices vary from one operator to the other: Connex Sverige provides a range of marketing and promotion efforts to market its services. Apart from the usual distribution methods Connex offers direct booking of night services over the Internet. In contrary to Connex, SJ only provides very limited marketing for its night trains: neither brochures nor internet booking is provided, night train features are not prominently displayed and only indirectly accessible through search criteria but not as a menu item. The SJ timetable does not always provide night train timetables whereas the official timetable Tagplus provides a neutral overview about night and day trains for any given route. Special marketing for the international services to Berlin is not provided except for internet information pages.

Norway (NSB)

According to the actual timetable, the Norwegian Railways NSB offer the following night train connections:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Bodö Trondheim NSB x x x x x Mo i Rana Trondheim NSB x x am Zielort ausgestzter Schlafwagen Mosjön Trondheim NSB x x x x am Zielort ausgestzter Schlafwagen Oslo Bergen NSB x x x x Oslo Kristiansand NSB x x x am Zielort ausgestzter Schlafwagen Oslo Stavanger NSB x x x Oslo Trondheim NSB x x x x

Like in Finland, Norwegian Railways do not use couchette cars, however between Trondheim and Bodǿ in Northern Norway sleeperette cars are being offered. The long distance night trains to Bergen and Trondheim provide a bistro car where dinners and breakfast are being served – these are regarded by the travelling public as an important part of the service offer. Apart from sleeping cars being produced with Norwegian manufacturers in the 70ies and 80ies, NSB also uses sleeping cars of former WL5 type purchased from Swedish Railways SJ. These cars are equipped with a public shower and compartments with a private WC. This lead to an overall increase in comfort for all night trains in Norway.

NSB provides so-called set-out sleepers at important intermediate stations, giving passengers the possibility to already board those cars prior to departure or extend their night rest until the early morning, even if the train has already continued its journey to the final destination. This practice was very commonly used in the USA.

The rule that most travellers use night trains for private travel reasons or as tourists also applies to Norway. Night trains play an important role in the overall offer of long-distance trains in Norway due to the fact that the scarce population of this country does not warrant many daily long-distance trains and the average distances are much higher than compared to other European countries16. in Finland, the Railway system is dependent on subsidies to support the profitability of those trains. According to a press release by NSB, operations of night trains are secured for the year 2004, however any further support by the government for the coming years is still pending to decision by the parliament.17.

The marketing offers for night trains as well as long distance day trains is combined under the branding “NSB Regiontog”. NSB offers a internet-based booking facility apart from the usual distribution of tickets through hotline, stations and travel agents. Comfort amenities are highlighted in the internet presentations and in booklets comprising of product information like the availability of a shower, bistro services and breakfast service upon arrival at nearby hotels.

16 Source: NSB – current timetable for 2004 17 Source: press release by NSB – dated 14-12-2003 http:// www.nsb.no Page 36 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Germany & Central Europe (DB Nachtzug and CNL AG)

Since 1998 DB Auto Zug GmbH, a wholly owned subsidiary of Deutsche Bahn AG – provides night train services in Germany under the brand name DB Nacht Zug. In addition to those services, their sister company CityNightLine CNL AG – a Swiss company, which also belongs to the DB Group – are operated under the branding of City Night Line (CNL).

Apart from CNL Trains, DB NachtZug also operates international night trains to and from Germany. CNL however also offers trains between the Netherlands and Switzerland. Additionally, DB Nacht Zug further provides so-called „Urlaubsexpress-Züge“ („Vacation Express“), which are similar in comfort and services to DB Nacht Zug but operate primarily during the summer and winter season serving holiday destinations in Switzerland, Austria and Italy at weekends. The following chart gives an overview about all daily Night trains operated by CNL and DB Nacht Zug – with the exemption of “Urlaubsexpress-Züge” not being covered due to their limited operation schedule:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Amsterdam München CNL x x x x x x x an Saisonwochenenden bis GarmischP, Flügel mit CNL Zürich Amsterdam Zürich CNL x x x x x x x Flügel mit CNL München Berlin Zürich CNL x x x x x x x Kurswagengruppe zu CNL Berlin Dresden Zürich CNL x x x x x x x Flügel mit CNL Berlin Hamburg Zürich CNL x x x x x x x Wien Dortmund CNL x x x x x x x Dortmund Milano DB x x o x x x an Saisonwochenenden bis Florenz Hagen Binz DB x x x x x Kurswagengruppe, nicht während der gesamten Fahrplanperiode Hagen Dresden DB x x x x x Kurswagengruppe, nicht während der gesamten Fahrplanperiode Hagen Kopenhagen DB x x x x x Kurswagengruppe, nicht während der gesamten Fahrplanperiode Hamburg München DB x x x x x x Talgokomposition mit Autotransportwagen München Berlin DB x x x x x x x Talgokomposition mit Autotransportwagen München Binz DB x x x x x Kurswagengruppe, nicht während der gesamten Fahrplanperiode München Dresden DB x x x x x Kurswagengruppe München Firenze DB x x o x x Kurswagengruppe München Kopenhagen DB x x x x x Kurswagengruppe, nicht während der gesamten Fahrplanperiode München Milano DB x x x x x Kurswagengruppe München Paris DB x x x x x x Kurswagengruppe Paris Berlin DB x x x x x x Kurswagengruppe Paris Hamburg DB x x o x x x Kurswagengruppe Stuttgart Dresden DB x x Kurswagengruppe zu NZ München-Dresden

DB Nacht Zug alone offers approximately over 1900 different city-to-city connections with a majority of over 800 connections for domestic travel. Depending on the destinations served, the utilisation by each target group differs between trains. According to statements made by DB NachtZug, market shares are evenly divided between business travellers, private travellers and vacationers.

CNL as well as DB Nacht Zug operate the most modern equipment of any night train in Europe representing an investment of more than 100 million €. Both companies use double- deck sleepers introduced in 1995 with DB NachtZug using additional 145 universal sleeping cars form the 60ies and 70ies which are air-conditioned hand have undergone complete reconstruction in the past years. Renovation included improved sound insulation, new interiors and overall revamp of technical installations. In November 2003, DB Nacht Zug presented the new sleeping car type WLAB 173.1 which now replaces the older cars. This new sleeper is similar to the old universal type but can carry a higher number of passengers (36 instead of 33) , features additional deluxe compartments with their own shower and WC apart from cabins with standard configuration and private wash basin.

All of the 186 couchette cars used by DB NachtZug have undergone a complete renovation, feature full air conditioning and in some cases special equipment or compartments for handicapped travellers. Some compartments also provide the possibility to carry bikes and excessive baggage or ski equipment.18

18 Source: Press release by DB AG dated 6-11-2002

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Furthermore, DB Nacht Zug operates a number of articulated night trains of TALGO type with sleeping cars featuring exclusive deluxe cabins with shower and WC, couchette cars with 2- bed compartments and sleeperettes including a full service dining car and bar. These trains are operated between Munich and Hamburg and Munich and Berlin.

In 2004, DB Nacht Zug and the Russian Railways agreed to offer a new tourist sleeper service between Berlin and St Petersburg which will comprise of surplus TALGO sleeping cars with a superior comfort. The service is due to begin in 2005.

With these investments, both companies have achieved that the slowdown of passenger numbers not only has been halted but reversed. Since 1998 the annual passenger growth rate is at approximately 6 – 7 %19. In 2002 both companies carried approximately. 1,5 million travellers. After experiencing significant decline of passenger numbers in the first months of 2203 due to heavy competition by low cost airlines – especially in coach and sleeperette categories – the new offer concept „Spar night“has broken the negative trend in May and positively reversed the decline for the rest of the year.

Despite these successes some routes between Stuttgart and Hamburg and Stuttgart and Berlin had to be ceased and trains to Copenhagen and Binz lost their bistro car in order to economise operations. However efficient yield management has succeeded in carrying more passengers as in the year before with company results being more favourable as planned20.

CNL represents the second night train operating company within the DB Group. Apart from the Spanish railway company RENFE especially this Swiss based venture has pioneered in the renaissance of night trains services in Europe. CNL – originally being a joint venture between ÖBB, DB and SBB – has been totally acquired by DB but operates from its Zurich headquarters. Apart from connections between Switzerland and Germany it also operates night trains to and from the Netherlands as well as trains between Germany and Austria. The past two years were highlighted by entering the Dutch market replacing the Dutch railways NS who ceased night train operations in December 2002. A further expansion and takeover of new routes are planned. The following overview highlights the development of passenger figures21: chart one indicates passengers per category, chart no 2 indicates passengers per route

19 Source: DB Auto Zug GmbH 20 according to DB AutoZug GmbH 21 Source: Press release DB Nachtzug, company portrait City Night Line, Touristik Report 18.4.2002 Page 38 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

In 2003, CNL AG currently operates 28 sleepers, a significant number of couchette cars (some with special compartments for heavy luggage, skis or bikes) as well as 23 sleeperettes. Out of the 516.000 passengers carried in 2002, 152.965 or 29,6 % used the sleeping cars, 165.620 or 32,1 % travelled in couchette cars and 197.178 passengers or 38,3 per cent preferred sleeperettes22. Sleeping cars of same type have been taken back from sister company DB Nacht Zug as soon as newly delivered sleepers have been delivered. This makes it possible to significantly lift the numbers of cars available and offer additional services like a shower also for Economy sleeper passengers en route between Zurich and Hamburg or Berlin.

Marketing and distribution activities of both companies are very extensive and include virtually all types of advertising. Especially internet presentation is constantly monitored, improved and updated and comprises of direct booking possibilities and a business portal for corporate customers. Both operators not only work together closely they also operate trains together thus minimising cost of operations and improving services for customers. For their marketing activities both companies spend approximately 5 % of their annual turnover23. Distribution channels and their market shares are as follows: 50% of total sales happen through ticket offices at the stations, approx. 20% through external partners abroad and 14% through travel agents24.

The quality strategy of DB NachtZug and CNL has a positive impact on the image as well as positive feedback by travellers. This is highlighted in an article report by the German magazine „Touristik Report“: „The reinstatement of quality measures are confirmed by customer surveys. Given a scale between „very content (1)“ and „not content at all (5)“ night trains achieve a total average result of 2,2. Over 90 per cent of passengers are likely to use services again or willing to recommend them“25.

The annual report of CNL AG shows increasing patronage of travellers despite the fact that some routes are in heavy competition against low fare airline services26:

annual report by City NightLine AG Zurich figures in Mill. CHF 2001 2002 2003 gross turnover CHF 64.626 CHF 67.101 CHF 79.939 net turnover CHF 58.973 CHF 60.638 CHF 75.421 on board expenses -CHF 10.699 -CHF 10.414 -CHF 11.358 operational costs and rolling stock maintenance -CHF 29.459 -CHF 28.984 -CHF 33.234 other operating costs -CHF 6.530 -CHF 8.331 -CHF 15.869 depreciation -CHF 5.458 -CHF 5.634 -CHF 7.087 EBIT CHF 6.827 CHF 7.275 CHF 7.873 taxes -CHF 1.968 -CHF 1.775 -CHF 1.692 profit CHF 6.203 CHF 5.645 CHF 5.998

At press time, DB AG has introduced a new overnight service with ICE high speed trains. Certain routes like Basle-Cologne-Kiel, Frankfurt-Munich or Cologne-Hannover-Berlin see new ICE overnight trains which in some cases ran as deadhead move but now are opened for revenue passengers. Partly they are running parallel to night trains, but do not offer any special amenities and these services are not specifically communicated.

22 Source: annual report CNL AG 2002 – www.citynightline.ch 23 statements by : DB Nachtzug / CNL AG 24 Source: press release DB Nachtzug 2003 25 Touristik Report 18.4.2002

26 Source: annual report CityNightLine www.citynightline.ch Page 39 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

France (SNCF)

French Railways SNCF have integrated their overnight train product into their intercity offering under the brand name „Corail Lunea“. The following so-called “train de nuit” routes are offered:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Cerbere Metz SNCF x x x nicht täglich Cerbere Nice SNCF x x x im Sommer bis Milano Geneve Irun SNCF x x x nicht täglich Hendaye Nice SNCF x x x an einigen Tagen nur ab Bordeaux Lille Ventimiglia SNCF x x x x nicht täglich Nantes Nice SNCF x x x nicht täglich Nice Luxembourg SNCF x x x x Nice Venezia SNCF x x x nicht täglich Paris Bourg St Maurice SNCF x x x x nicht täglich Paris Briançon SNCF x x x x Paris Chur SNCF x x x Paris Frankfurt am Main SNCF x x x Paris Irun SNCF x x x Paris Nice SNCF x x x x Paris Port Bou SNCF x x x x Paris St Gervais les Bains SNCF x x x x nicht täglich Paris Tarbes SNCF x x x Reims Nice SNCF x x x nicht täglich (kurswagengruppe des Zuges Nice-Luxembourg)

The number of sleeping-car operated trains has decreased significantly over the past few years, mainly due to the fact that this category is being regarded by SNCF as not competitive in comparison to daylight high-speed trains allowing a daytime business return trip even over long distance. This may also be a reason for the sleeping car rolling stock not yet having been significantly renovated since their delivery in the 1970ies. In 2004 SNCF has decided to start a light renovation program for its fleet of aging sleeping cars. The extent of these efforts however is currently not known.

SNCF’s Couchette cars of “Corail” type have been introduced are of younger date and feature either six-bed compartments usable with a second-class ticket or four-bed compartments which are reserved for first class passengers. Their existing fleet 257 cars is now undergoing a renovation program which will last 6 years. The first cars will be introduced in September 2004. Whilst no extra services are being offered in second-class couchette cars, first class passengers are being served with drinks, light snacks and breakfast in the morning. Automatic distribution machines will provide extra drink and snack services to the passenger. However special emphasis is now put on the reservation methods. Possible requests will be accommodated in a way that passengers boarding a train after midnight or detraining in the early morning, should not disturb other passengers which already have boarded the train earlier or will leave at a later time.

With the exception of the international services to Spain and Italy, most overnight trains are not prominently featured in publications or other advertising material. If mentioned, SNCF only promote their couchette cars (for example in the current “Corail Lunea” brochure). The only efforts for promotion of sleeping car services are undertaken by the Compagnie des Wagons-Lits who are providing timetable brochures as well as Internet-based information whilst the official “Guide du Voyageur” published by SNCF only briefly mentions such services. If a potential passenger is looking for a night train service, he is informed about timetable and available category but no explanation is given as to the amenities or different comfort categories.

Since some years SNCF also provide overnight high-speed TGV train connections which do not provide any extra services thus not distinguishing themselves from other daylight high- speed trains.

Page 40 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Switzerland (SBB)

Currently Swiss Federal Railways SBB operate the following night train services:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Basel Roma SBB x xx Geneve Roma SBB x xx Geneve Venezia SBB x x x Zürich Roma SBB x x x Schlafwagen FS Zürich Venezia SBB x x

In addition to those services’ seasonal car-sleeper expresses are run during summer- weekends to Southern Italy which are not taken into consideration here. Those services are being operated in partnership with the tour operator Wasteels.

As a classical transit country and prime tourist destination, Switzerland profits from high- quality train services to cities like Zurich, Basle and Geneva or important tourist destinations. This is why SBB favours partnerships with their neighbouring railways and ensures a supportive role in marketing and distribution for night trains services. Partnership with CNL AG providing a number of important train routes is particularly intensive which also can be seen in the fact, that SBB takes care of maintenance s for all CNL equipment.

The rolling stock of SBB night train services is relatively small with 5 universal standard sleepers used for relieve services or seasonal routes and 20 air-conditioned couchette cars which are used for services to Italy- currently being refurbished. Sleeping car operations for the Euro Night Roma are provided by FS Trenitalia. For those services SBB see an urgent need for upgraded rolling stock however is dependent on the decisions by their Italian partners to develop activities for renovation. SBB was one of the pioneering operators to use sleeperette cars prior to introduction of qualified rolling stock on their Zurich to Vienna night service but is not using these cars any longer because of takeover of such routes by ÖBB.

In 2004 SBB has decided not keep its own night train services and not to outsource them to third parties. SBB also awarded a catering contract to their subsidiary Elvetino to take care of couchette car passengers during their trip.

User profile of services to and from Switzerland depends on route and time of year. Services to Zurich see a significant share of business travellers whilst trains to Rome are to a great extent used great part by private travellers or tourists. Trains are very popular with Italians working in Switzerland using these for their trip home. This is why the couchette categories are the most profitable for SBB and are one of the most profitable international night services to Italy27. The affluent private traveller and overseas tourists very much prefer the sleeping cars on their way to Venice and Rome with only a small number of business travellers using these routes.

Marketing activities are very much focused on the partnerships with a comprehensive provisioning of brochures and information available at all major stations. However, there is no common brochure informing about all night trains like in the case of Germany. Internet presentation is limited to some brief explanation of certain services but does not depict any categories or amenities. Currently SBB undertakes no advertising aimed especially at night trains but joins ÖBB and DB in offering special fares to destinations in Italy for example.

27 statement by SBB officials Page 41 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Austria (ÖBB)

Apart from German railways DB AG the Austrian Federal Railways ÖBB belong to one of the most prominent advocates of night trains, mainly due to the fact that important routes are of long-distance character and Austria lacks significant high-speed railway routes. The current network consists of the following routes:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Berlin Wien ÖBB x x x Kurswagen Budapest (MAV) und Autotransportwagen Düsseldorf Wien ÖBB x x x Graz Zürich ÖBB x x x z.T. vereinigt Hamburg Wien ÖBB x x x Kurswagengruppe mit Zug Wien Düsseldorf bis Nürnberg kombiniert Villach Feldkirch ÖBB x x x Villach Zürich ÖBB x x x z.T. vereinigt Wien Belgrad ÖBB x xx Wien Bregenz ÖBB xxx xx Wien Bukarest ÖBB x x x Wien Paris ÖBB x xx Wien Roma ÖBB x x x WL werden von FS gestellt Wien Venezia ÖBB x x x z.T. vereinigt Wien Zürich ÖBB x x x x x x x Kurswagen aus Budapest, WR von MAV gestellt Zürich Prag ÖBB x x Liegewagen ab Dez 03 von ÖBB gestellt

For the current timetable, ÖBB have taken over routes to Belgrade and Bucharest by partnering Eastern European railways and consolidated routes to Germany by combining trains on certain parts of the routes. Also, car transport has been added as an extra service for motorists thus trying to achieve a better usage.

The ÖBB night sleeping car rolling stock consists of several types of universal sleeping cars (like MU, T2S, WLAB30 und WLAB33) which in some cases have been acquired from other railways and being refurbished to a more contemporary standard. Most sleeping cars used have undergone a recent modernization with upgrade of interiors and improvement of insulation. Some of the sleepers still undergoing renovation will receive special deluxe compartments with their own shower and WC and will provide service from 2005.

Also, ÖBB has inherited some double-deck sleepers from the CNL venture which are being used on trains to Zurich as well as for their only existing domestic night train to Bregenz. The latter is also equipped with the prototype cars of MUn type which have been leased from the Dutch Railways featuring cabins with private shower and WC.

The couchette car roster has only recently been delivered or renovated. All cars in regular service are equipped with a modern interior and air-conditioning. These couchette cars belong to the most modern cars in Europe of this kind being able to run under most voltage systems as well as being equipped for high-speed operation as well.

Although the overall marketing strategy of ÖBB does not necessarily feature night train services as one of their most prominent products, customers find detailed information about timetable, prices and amenities in the official ÖBB brochures or the internet, although access to this information could be enhanced. ÖBB uses all standard distribution channels for marketing night trains however without any particular focus on business travellers. Direct booking over the Internet should be possible by the year 20004 with selected services already available in January 2004.

Like DB, ÖBB currently features their services to Germany, Switzerland and Italy with promotional fares advertised over their websites or in partnership with these neighbouring railways.

Page 42 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Poland (PKP)

The night train network operated by Polish Railways PKP (see excerpt) consists primarily of so-called Night Express (Nex) trains and international services to most neighbour countries:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Berlin Krakow PKP x ? ? x Bruxelles Warszawa PKP x ? ? x x ab 1.5.04 Wagenmaterial z.T. von DB gestellt Gdynia Zagórz/Krynica/ZakopanePKP x ? ? x nicht täglich Köln Warszawa PKP x ? ? x bis 30.04.04 Kraków Kolobrzeg PKP x ? ? x x Kraków Swinoujscie PKP x ? ? x x Warszawa Swinoujscie / SzczecinPKP x ? ? x Warszawa Vilnius PKP x ? ? x Wien Warschau PKP x ? ? x Wagen von PKP gestellt Berlin Gdynia PKP x ? ? x Kurswagengruppe des Schlafwagenzuges nach Russland Warszawa Budapest PKP (?) x ? ? x Liegewagen nur zeitweise Warszawa Praha PKP (?) x ? ? x

Most services are equipped with universal sleeping cars and couchette cars of former Eastern European standard layout. Some of them have only recently been modernized and operated by PKP’s subsidiary company WARS which also take care of catering and staffing of services. A total of 246 sleepers and 243 couchette cars are operated. Some cars are equipped with interchangeable bogies to allow operation over the Russian broad-gauge network and mostly see service to countries like Belarus, Russia, the Baltic states and the Ukraine (these train services however are not part of this study). For traffic to Germany PKP seeks to utilize the most modern cars – for example the Cologne to Warsaw service (Euro Night Jan Kiepura) should be equipped with the latest rolling stock by May 2004 including dining car services28.

Although NEx and Euro Night trains do not carry ordinary coaches, these can be found with any other of the overnight trains. PKP also utilizes dining and baggage cars for their night trains.

Due to the fact that the current rail network does not yet permit high speed trains, night services still form an important as well as integral part of the overall intercity network in Poland. Marketing for night trains is realized within the normal distribution strategy for PKP’s Intercity division which also takes care of overnight services. Amenities and night train services are featured separately from daytime trains and also featuring on their website.

Although display of train sets and position of car numbers on the web can be seen as a very practical means for a passenger to orientate himself before leaving for the station, it is not quite clear why not all night trains are mentioned on the Internet pages - some international trains have not been listed and can only be found in the public timetable.

28 Source Wagons Lits web forum , Thomas Schönenkorb 16.1.2004 Page 43 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Czech Republic (CD)

A network of international night trains to and from the Czech Republic are operated by Czech Railways CD serving most of nearby countries:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Cheb Bratislava CD x ? Cheb Wien CD x? x Frankfurt/Main Praha CD x x x München Praha CD x x x Praha Bucuresti CD x ? x x Speisewagen auf Teilstrecken Stuttgart Praha CD x x x

Like Polish Railways also CD operate sleeping cars to Russia with exchangeable bogies. Most other rolling stock also consist of Eastern European standard sleeping and couchette cars. However, a number of sleeping cars has been renovated only recently with upgraded interior, air conditioning and public shower. Most of these sleepers are used in services to German destinations29. Despite these efforts, most rolling stock remains relatively unchanged from their delivery date.

Marketing activities are not different from most other railway operators. Since summer 2003 Internet information for the CD passenger network is provided only in Czech language which certainly hampers information gathering for foreign customers.

Hungary (MAV)

Hungarian Railways MAV only provide a few international night train services on their own with most other services operated in partnership with other railways. The following routes are served – not included are additional services to Romania and the Balkans:

von nach Bemerkungen Bistro Betreiber klimatisiert mit mit Dusche Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Budapest Beograd JZ (?) x ? ? x ? Budapest Bucuresti MAV x ? ? x ? x München Budapest MAV x ? ? x x Kurswagen Rijeka und Zagreb

The small roster of sleeping and couchette cars (with a total of 6 sleepers and 9 couchette cars less than 10 years old) has been delivered by the Spanish manufacturer CAF and features a modern design and standard car layouts.

There are no special marketing activities known with Internet presentation only highlighting the existence of certain Euro Night connections. No detailed explanation of services is given and timetables of international trains are sometimes not correctly stated (for example incorrect train information concerning Euro Night Wiener Walzer to Vienna and Zurich).

29 Press release Railvolution magazine Nr 3/3003 Page 44 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Croatia (HZ)

Despite the fact that Croatian Railways HZ only operate a relatively small number of night train services, they have decided to renovate their rolling stock in order to offer a modernized service. Services from Rijeka (seasonal) and Zagreb (daily) to Munich as well as the daily service between Zagreb and Zurich will be equipped with newly introduced sleeping cars of type Wlee which feature air condition and modern interiors. The cars are described in more detail in section 15 of this study. Although these cars do not feature a shower they fulfil most actual requirements for a comfortable ride. HZ primarily features the following routes:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Zagreb München HZ x x x Kurswagen von Rijeka während der Saison Zagreb Zürich HZ x x x

Greece (OSE)

The Greek Railways OSE offer a number of international services to Romania, Croatia, Slovenia and Hungary in partnership with neighbouring railways and have put some considerable investment into modernization of night trains prior to the 2004 Olympic Games. Apart from those services, two domestic trains are offered:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Athen Saloniki OSE x Autotransportwagen Athen Plovdiv OSE x Athen Ormenion OSE x Saloniki Budapest OSE x x Saloniki Beograd OSE x x in Partnerschaft mit anderen Bahnen Saloniki Ljubljana OSE x x

The upgraded rolling stock mostly comprises of ex-German sleepers and couchette cars which have been renovated only recently. After completion of the renovation program services will feature a similar standard to Western European operators.

Romania (CFR)

Also Romanian railways have invested into upgrading of their night train fleet which now is comparable in terms of comfort and reliability to any other European night train service. Emphasis is put especially on the EuroNight service to Venice with upgraded and modernized material mostly of German origin or built in the 1980ies and upgraded ever since.

Page 45 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Italy (FS Trenitalia, ARTESIA)

With 37 train routes and approximately over 32.000 city-to-city connections, FS Trenitalia provides the most comprehensive night train network of any railway company in Europe. In 1999 about 42 % of all intercity trains in Italy were overnight services30. Due to the increasing competition by emerging high-speed train services, the private automobile and cheap air fares, Trenitalia has been forced to reduce night train services to the actual status. The following chart demonstrates that the majority of night services run as long-distance overnight trains between Southern Italy and the metropolitan areas of Milan, Venice and Turin:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Bolzano Lecce FS x x Bolzano Napoli FS x x x Milano Lecce FS x x x Milano Lecce FS x x Milano Napoli FS xxx xx Milano Palermo FS x x x Milano Reggio di Calabria FS x x x Milano Roma FS x xx Milano Salerno FS x x Milano Siracusa FS x x x Milano Taranto/Crotone FS x x x Schlafwagen bis Taranto München Venezia FS x x x Kurswagengruppe München Napoli FS x x x Nice Ville Roma FS x x x ** wegen Streckenunterbrechnung derzeit nur ab Ventimiglia (Stand 12/03) Roma Calalzo Pieve di CadoreFS x x x führt auch Autoreisezugwagen Roma Lecce FS x x x Roma Lecce FS x x Roma Palermo FS x x x 2 x täglich Roma Palermo FS x x x 2 x täglich Roma Reggio di Calabria FS x x x Roma Siracusa FS x x x 2 x täglich Roma Siracusa FS x x x 2 x täglich Torino Lecce FS x x x Torino Napoli FS x x x Torino Palermo FS x x x Torino Palermo FS x x Torino Reggio di Calabria FS x x x Torino Reggio di Calabria FS x x Torino Roma FS x x x Torino Siracusa FS x x Torino Siracusa FS x x x Trieste Lecce FS x³ x x ³Schlafwagen ab Venedig Trieste Napoli FS x x x Udine Napoli FS x x x Venezia Palermo FS x x x Venezia Reggio di Calabria FS x x x Venezia Siracusa FS x x x Paris Milano FS (ARTESIA)x x x x x x ab 2005 mit Paris-Venezia konsolidiert Paris Roma FS (ARTESIA)x x x x x x derzeit noch 2x täglich, Konsolidierung ab 2004/05 Paris Roma FS (ARTESIA)x x x x x x derzeit noch 2x täglich, Konsolidierung ab 2004/05 Paris Venezia FS (ARTESIA)x x x x x x ab 2005 mit Paris-Milano konsolidiert

Day and night services to France are operated in partnership with SNCF under the brand name ARTESIA. Night trains to France and Spain (operated by RENFE) are the only ones with full dining car service. It is remarkable, that long-distance trains between Sicily and the North, operating under a 12 or 14-hour schedule, do not feature similar services. FS Trenitalia however offers an upgraded connecting service between such trains and high- speed intercity trains north of Naples or Rome.

Due to the extensive network, Trenitalia owns a significant roster of over 230 sleeping cars and an even greater number of couchette cars. Most sleepers date from the 1970ies and 1980ies consisting of types MU and T2S with an estimated average age of more than 15 years. In addition to those cars Trenitalia has taken delivery of 20 so-called Excelsior deluxe sleepers in the early nineties. These cars represent the most modern and comfortable sleeping car equipment in Europe featuring cabins with private shower and WC as well as a “Honeymoon suite” plus a small lounge where drinks and snacks are served by the

30 Source: Working Paper Efficient Night Trains, Railway Group KTH, Stockholm 1999 Page 46 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 sleeping-car attendant. Nevertheless, the majority of sleepers need modernization which is currently considered by Trenitalia and decisions to start this renovation program are expected during 2004. The couchette car roster is split up between standard cars – dating from the 1970ies and mostly renovated in the 80ies plus so-called „cuccette comfort “which mostly provide 4-bed compartments and can be found in trains to France and Sicily. All couchette cars are air-conditioned and comply with UIC-X standard layout.

The overnight train offer is advertised proactively according to the importance of the network. Presentation of amenities and services is highlighted in the Internet as well as possibility given for direct online booking. Furthermore, sleeping car timetables and brochures are available through Trenitalia’s partner for catering and service Wagons-Lits Italia. Trenitalia also provides special promotional fares for certain domestic and international routes.

Spain (RENFE, Elipsos) / Portugal (CP)

Despite recent proliferation of high-speed train services, the Spanish rail network still very much counts on an extensive number of important overnight services, especially to nearby countries. Since the early nineties the Spanish Railways have pioneered in the renaissance of night train services setting the standard for other operators. Currently the following services are offered:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Madrid Barcelona RENFE x x x x Barcelona Sevilla RENFE x x x x Barcelona Granada RENFE x x x x Barcelona Bilbao RENFE x x x x Barcelona Irun RENFE x x x x nicht täglich Barcelona Vigo RENFE x x x x Barcelona Salamanca RENFE x x x x Madrid Port Bou RENFE x x x x Madrid Irun RENFE x x x x Madrid Algeciras RENFE x x x x Madrid Ferrol RENFE x x x x Madrid Bilbao RENFE x x x x Bilbao Alicante RENFE x x Gijon Madrid RENFE x x Santander Madrid RENFE x x Madrid Lisboa RENFE x x x Irun Lisboa RENFE x x x Schlafwagen von CP gestellt Madrid Pontevedra RENFE x x x x Milano Barcelona RENFE(ELIPSOS) x x x x x Paris Barcelona RENFE(ELIPSOS) x x x x x Paris Madrid RENFE(ELIPSOS) x x x x x Zürich Barcelona RENFE(ELIPSOS) x x x x x

All international night services to France, Italy and Switzerland are provided by the subsidiary company Trans Talgo Pyrenees partnering with the national railway companies of the destination country under the brand name Elipsos. In 2002 Elipsos carried approximately 450.000 passengers on their four train routes. These routes take advantage from special rolling stock designed by the Talgo company which has delivered articulated sleeping car trains with dining car service featuring the possibility to adjust bogies to the different gauges used in Spain and Central Europe. Additionally, RENFE operates direct night trains from the Spanish border to important destinations all over Spain and In conjunction with CP) to Portugal.

The articulated Talgo trains are also being used for domestic services and feature an exclusive sleeping car layout with 4-bed sleeper compartments replacing the otherwise used couchette cars. The number of night trains with a restaurant car is significantly high. Those trains equipped with standard sleepers (some cabins feature private shower and WC like the Talgo sleepers) or couchette cars also feature normal day coaches and are branded Tren Estrella. The only international night train operated by Portuguese Railways CP runs between Lisbon and the French border at Irun with standard sleeping cars of UH type operated by CP.

Page 47 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Because of the long distances and the relatively small number of day trains night services still play an important role in the intercity markets of RENFE. The following chart underlines this considerably:

RENFE passenger kilometers (million km)

10.000

9.000 8.000 7.000 night trains 6.000 day long distance 5.000 TALGO 4.000 3.000 high speed

2.000

1.000 0 1996 1997 1998

RENFE provides extensive marketing for their night train products underlining its importance. An example for good advertising is the very detailed website for Elipsos trains, where target groups like the business traveler are addressed directly highlighting advantages of night travel and possibility to book online. Marketing activities are supported by various advertising efforts also through partnering catering company Wagons-Lits.

In December 2003, RENFE has started a tender process for ten new hotel trains with an overall order value of 73 million Euro. Trains should be able to operate under the standard European as well as Spanish rail networks comprising of high-speed train routes achieving a maximum speed of 250 Kilometers per hour. This proves that RENFE is counting on a successful future for their overnight trains.

United Kingdom (First Group)

After deregulation of British passenger rail markets after 1990, most night services have been taken over by private operators like Scotrail and First Great Western. With the exception of the Scotland to South West England services, the following routes are still existing:

von nach Bemerkungen Bistro Betreiber klimatisiert mit Dusche mit Liegewagen Sleeperettes Schlafwagen Speisewagen/ Abteile/DU/WC Penzance London FGWR x x z.T. ARZ Wagen im Sommer Aberdeen London Scotrail x x Edinburgh London Scotrail x x Fort William London Scotrail x x Glasgow London Scotrail x x Inverness London Scotrail x x

Page 48 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Like in Finland and Norway, couchette cars are not known in Great Britain. Instead, operators use specially adapted coaches in addition to the sleepers of former MK III type. All trains carry a lounge car, where drinks, snacks and breakfast is being served.

Since October 2004, all night train services will be operated by the First Group which also has been awarded the franchise to operate services to and from Scotland. Like those services also trains to Cornwall are being subsidized by the governmental authorities in order to provide a substantial amount of train connections to the capital region. According to statements by the operator First Great Western, trains are heavily patronized by business as well as private travellers therefore not needing any specific advertising. Most passengers take advantage of the trains because of poor airline services and high hotel rates in London31.

Apart from tourist destinations like Aberdeen or Inverness, most traffic to Scottish night train destinations Glasgow and Edinburgh consists of private as well as business travellers. However, patronage has suffered from inconsistent operating conditions after intensive maintenance work has been carried out after the Hatfield train crash in 2000, which forced the operator Scotrail to deviate or cancel trains.

Currently, significant attention is being paid to promoting the „Caledonian Sleeper Service “with the ability to book a berth online or use some of the promotional offers advertised on Scotrail’s web page.

Netherlands (Euro Express) Belgium (Bergland Express) Danmark (DSB)

In all three countries mentioned night train services are not any more being provided by their national train operating company. Both Dutch and Belgium railways did not want to share a more unfavourable pro-rata allocation of revenues with their international counterparts citing that operational costs would greatly offset the income from those trains.

After Dutch Railways ceased all night train operations in 2002, not all routes have been taken over by other operators like the routes to Munich and Zurich now served by CNL. Especially seasonal trains to destinations in Austria, Switzerland and France were at danger of being cancelled completely.

Since the last year the privately owned train charter company Euro Express BV has organized seasonal trains to such destinations in summer as well as during winter seasons with rolling stock provided by its German partner Euro Express. The operator is also operating seasonal car sleeper services to Avignon in France and Bologna/Italy. Marketing and distribution is carried out in partnership with Dutch Railways which feature the products on their website as well as through their usual distribution channels.

A similar situation is being found in Belgium where a private operator offers seasonal trains to Alpine resorts and Southern European resorts respectively. Danish railways DSB still operate their so-called Ski-Express trains to the Alps in winter time.

31 Source: First Great Western Railways Page 49 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

10. Distribution

When carrying out a more thorough examination of marketing activities undertaken by the railways, the author has ascertained that most operators do not pay much attention to special advertising and marketing of this product range. Even if night trains are featured in normal publication, most operators simply tend not to highlight the advantages of an overnight journey, probably because the overall strategic importance is greatly underestimated. Some operators might be hesitant due to the fact that investment into a better night train service has not yet been carried out. Also, they are struggling to keep a balance between keeping usage at an acceptable level until new potential clients can be acquired before new upgraded services can be implemented. marketing and advertising

Apart from those few companies like VR, DB Nacht Zug, CNL AG and RENFE/ELIPSOS most other operators do not pay much attention to special advertising for night trains. After having examined publications, brochures and especially Internet websites, it becomes apparent that most railways simply do not highlight the advantages of night train travel. Although these may play an important role as unique selling proposition towards other means of transportation, communication of these is underrated:

meetings interesting trip interesting saves hotel costs hotel saves avoids early flight early avoids saves a travel day travel a saves additional services additional luggage , bikes, or ski or bikes, , luggage possibility to depart late todepart possibility possibility ti carry heavy heavy carry ti possibility early arrival for business business for arrival early travel directly to city center city to directly travel restaurant service on board on service restaurant hotel comfort while en route en while comfort hotel efficient usage of travel time oftravel usage efficient operator CD o o o o o o o o o o o o CNL xx xx² xx² xx² x² x x o x² x Connex x o o x DB Nachtzug xx xx xx xx xx x x x x x x x DB AG x x x o x FGWR x x FS o x x MAV x NSB x ÖBB x x o x PKP x RENFE(ELIPSOS) x xx xx x x x x x xx x SBB x x x Scotrail x x x x x SJ x x SNCF o x VR ox xxo CP x x o o RENFE x x x xx extensive coverage x covered o only partly or indirectly covered o² only mentioned in press information

Page 50 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Most railways present their night train offer as part of overall intercity passenger services whilst others do not mention these trains at all or only in a less favourable manner. This may lead to a loss of information for the potential passenger so that he may turn away from choosing the train as his method of transportation.

Target group communication is in most cases focused on the private traveller or tourist. Both user groups are also targeted by aggressive advertising of low-cost airlines. Companies like DB Nacht Zug, ÖBB or FS Trenitalia however, address business travellers but only as a second priority. Current billboard advertising by DB for example features the private overnight journey rather than a business related one. Although reasons for using a night train during a business trip are given, those are not addressed over the usual communication channels used by business people.

One of the most important aspect to use a night train is the fact that expensive hotel stay accommodation may be avoided. This fact is exploited by Spanish Railways RENFE which use the term „Tren Hotel «for their Talgo sleeping car trains. Other railways highlight the “romance on rails” by providing certain amenities like ARTESIA featuring their honeymoon suite on night trains to Venice.

In order to meet the diverging demands and requirements by each target group it becomes necessary to use modern methods of dialogue marketing. DB Nacht Zug for example has taken up measures to use this method in acquiring new customers. In cooperation with a marketing agency customers of ICE trains were given specific information at displays in coaches with the possibility to send specific SMS messages by mobile phone. The potential customer could would then receive more information about night train services by letter or email.32. This type of communication is especially important for returning customers which may receive email news letters or similar means of information.

Other activities may result in giving information passengers at the airport – for example before their early morning flight leaves informing them about an alternative to getting up early. However, specific advertising actions need to take into account that each routes may have a different usage pattern. Another possibility might be used by addressing special user groups (like young travellers, students) through specially communicated websites. Similar activities have been carried out also by DB Nacht Zug in order to attract new customers. To help further proliferate services and communications, partnerships with local tourist authorities or tour operators may also help in promoting further travel.

Special services designed to facilitate travel for business as well as private reasons should also be considered. As part of their marketing activities some operators have secured partnership in offering services like the following:

 Taxi service upon arrival (London, First Great Western)  Special hotel and accommodation offers (Steigenberger Hotels, DB Nacht Zug und CNL)  Possibility to book hotel along with night train (CNL)  Car rental or car sharing offers

With the few exceptions already stated, most operators still do not pay attention to specific marketing activities for their night trains. Although their competitors put forward aggressive marketing railways will be forced pay much more attention to such advertising in order not to loose too much market share to other methods of transportation.

In order to make night train services more visible to the public, airline timetables could be combined with night train schedules in order to demonstrate an alternative to a late or early flight. Scotrail has been able to integrate its timetable into the airline city pairs of Edinburgh to London flights.

32 Source: Press release YOC AG 31.3.03 Page 51 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Marketing and the Internet

A most important marketing activity is the provisioning of an efficient Internet presentation and booking possibility.

In 2001, over 38 per cent of all European households were able to access web-based information. This is one of the best methods to prominently advertise information, promote services to the public and potential traveller and get in touch with the customer directly.

The author has examined how the operators use their internet presentation for information advertising and booking as the following chart demonstrates.

Although the number of Internet bookings with railways still rates below the 5 per cent mark, these methods of acquiring new customers still steadily rise and become of much more important. Most Internet portals of European railway companies are among the most visited (like DB, SBB, SNCF). It is therefore important to pay attention to a professional and user-friendly internet presentation.

A chart that highlights a summary of Internet presentation their topics and features can be found on the next page.

Page 52 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

The Internet presentation of night train operators (as of March 2004)

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Remarks (as of December 18,2003):

 CD: Although websites are not available in English and German language since July 2003, timetable can be accessed and basic train information is provided in this language. Other information available only in Czech language  CNL: Internet presentation is very comprehensive and specially designed for internet user. Brochures and timetable should be downloadable. Additional information is given about the company and its background including annual report.  CONNEX: English pages only show basic information whilst Swedish version is much more comprehensive. Test booking was not possible for technical reasons  DB Nacht Zug: Overall presentation and information given is one of the most comprehensive leaving no question unanswered. Possibility to sign up for email newsletter is missing.  DB AG: Although night trains are integrated into the overall presentation and offer, users must indicate special requirements in order to receive correct timetable information. Otherwise only the fastest connection (which might require change) is displayed and night train not necessarily shown. Night train information have not been updated and my be misleading.  FGWR: Column „At Your Service «feature the only information regarding night train services  FS: Comprehensive information, however not the whole route is displayed. Links that would explain featured accommodation should be added.  MAV: Multilingual timetable information is only available through accessing „Elvira “pages which are not explained beforehand. Train information is sometimes misleading and incorrect (for example EN 466 only displayed with couchette cars) No information concerning comfort features, amenities etc.  NSB: Night train services only indirectly advertised – information about night train routes not updated (for example train service Oslo to Andalsnes still featured although services no longer existing)  ÖBB: Night train information can only be accessed indirectly through search engine. Although night services are mentioned under the column „trains «information is not linked to the proper pages.  PKP: The multi-language pages of PKP offer a chart which displays position of cars with each night train. Not all trains are displayed however. Some links are not updated and access through two different web pages pkp.pl or kp-intercity.pl leads to different information. Sleeping car and couchette car services are displayed separately on web pages of catering company WARS:  ELIPSOS: The internet presentation is very comprehensive, features all services, comfort and amenities in full detail including photos and charts. The newsletter pages also request information from potential customers concerning their requirements.  SBB: Information offering is quite frugal Timetable information requires special requests for night train services in order to receive proper information (just like DB):  SJ: Information only displayed through search engine and not directly linked. Online booking engine does not display night trains at all whereas the official timetable highlights these.  VR: Very comprehensive information including details and photos featuring each car type and its accommodations. Booking for night trains is carried out through call center.

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Distribution and addressing of target groups

It was established, that for all operators the most important channel of distribution for night train journeys is the sale through ticket offices at the train stations. The travel agency distribution channel rates as second, followed by direct marketing through call centers or the Internet. Therefore, main distribution efforts are still achieved through using conventional distribution channels at the train stations. The percentage utilization of the distribution channels of DB Nacht Zug can be rated as exemplary for the industry. According to information provided by the DB Nacht Zug management the distribution was handled through the following channels:

50 % train stations and DB ticket offices 20 % distribution partners abroad 14 % travel agencies 16 % call centers, on-board-sales or online booking

It is interesting in this context, that a distribution with partners in external markets like other railway companies might be a significant asset for achieving higher sales figures. As the product itself might need even more explanation than the usual long-distance train, the consultation through the sales agent has to be more extensive and therefore may be more time-consuming if request of first users are handled. This can create issues mainly at ticket counters with a lot of short-term ticket buying.

Tariffs and rate schemes

The fare policy may largely contribute to success or failure of night train products, especially if other traffic is involved like a return journey during the day or the overall integration into fare policy by the railway. Certain means of control have to be introduced, subject to the product integration– whether it is part of the long-distance travel or organized as a separate product.

To guarantee the optimal utilization of night trains, utilization – especially in the sleeping cars- has to be efficiently managed. An important means to this is a price mix which still makes usage of a single cabin affordable, but does not prevent a better utilization of shared cabins. Fare policy has to be integrated into existing fare schemes. Nearly all trains accept conventional tariff structure for long-distance travel, but then charge an additional fee for the different categories of the sleeping cars and couchettes.

All-inclusive offers for certain routes include the train journey and the accommodation, but often have the disadvantage, that separate tickets for connecting trains have to be issued and paid for separately and that passes or rail cards are not or only partially accepted. The operators have to take into account, that business traveller often only use night trains for a part of their journey (onward or return journey). Therefore, an operator can not necessarily expect, that the traveller uses night trains for both journeys. The rate situation has to accommodate this situation.

The sales revenue of the operators mainly depends on the price sensibility of their customers. Especially the “low-cost airlines” have put the operators under great price pressure. Prices of train tickets are compared with according prices of plane tickets. The author has come to the conclusions that parameters by which fares are compared, differentiates very much depending on the personal view and experience of the potential traveller. At conversations with different operators it was underlined, that mainly the private traveller – the target group on which the operators concentrate most – are especially attracted by the offers of the low-cost-airlines, which threatens their own market. In order to attract new business and enhance utilization ratio, it may become necessary to concentrate more on those potential customers willing to pay full rate in order to stay flexible. We therefore compared the normal rates with full flexibility and the offers of the railway operators. Flexible business travellers mainly use this price category, as they are not able to fulfil the conditions of special rates or low-cost-airlines (booking period, time constrictions and airports which are far away from the destination).

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Standard fare / comparison of trip cost for business travellers

As already mentioned, the choice of transport depends on the category which is used by the passengers. For business travellers it is therefore interesting o compare the costs of a night train journey and of traveling by plane including hotel accommodation. In this context a comparison of costs of full rates on important and relevant relations for business travel is necessary. The author has done so by using a snapshot of a travel day in January 2004 (test day 14th of January 2004).

The perspective full rate of a single first class night train journey (single department, with shower where available) and a flexible full rate in economy class of the last evening flight (after 6 pm) respectively the first morning flight plus the in chapter 17 mentioned average prices of hotel accommodation in Europe33 are basis of comparison, whereby transfer costs were not taken into the calculations. Low-cost-airlines were only considered, if tariff offers allow reservations to be changed or cancelled and if the departure times matched the criteria (last flight in the evening, first flight in the morning).

Neither individual discount of the passenger or of the operators, such as rail cards, Airline’s special tariffs or special reductions were taken into account, as the emphasis of the travel planning is on full flexibility. The cost of hotel accommodation was derived from the hotel benchmark study carried out regularly by Deloitte and Touche (October 2003). In those cases where destination hotel rates have not been published, the lowest known average price of 90 € was used. The results were as follows:

37 of 50 connections allowed a departure one and a half hours later, 29 or more than half of the relations offered a departure later than two to five hours. 24 routes led to savings of 300 € and more, 8 routes to savings of 200 € and more and for further 15 relations the travellers still saved more than 100 €. Merely two train connections are only 31 respectively 42 € cheaper than the flight (but with time savings from 45 min to 3 h 42 min) and one single relation is by 55 € more expensive than an evening flight plus hotel accommodation, but again with a time advantage of 3h 17 min. By direct comparison from early flight to night train the results are as follows:

8 routes are more than 300 € cheaper than the flight, further 12 trains between 150 and 300 €, 6 night services allow savings from 100 to 150 €, 9 trains between 50 and 100 €, while merely 11 train journeys only bring savings from under 50 €. Only three train connections are more expensive than the flight (between 13 and 63 €), but can therefore reach the destination with a time advantage from 45 min to 3 hours.

33 For not especially mentioned cities average lump rates were assessed. Page 56 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

The survey shows further details, sequenced by connection: from to standard" "hotel costs of single sleeper cabin (with (with cabin sleeper single of costs available) where shower/WC flight evening Class Economy ** room single rate hotel average hotel and flight evening costs total & flight evening vs. rail difference hotel flight morning Class Economy flight morning vs. rail difference Amsterdam München x 242,00 € 394,05 € 90,00 € 484,05 € 242,05 € 394,05 € 152,05 € Amsterdam Zürich x 242,00 € 385,10 € 90,00 € 475,10 € 233,10 € 384,97 € 142,97 € Barcelona Madrid x 213,00 € 106,45 € 138,00 € 244,45 € 31,45 € 149,56 € -63,44 € Berlin Brüssel x 247,60 € 532,63 € 99,00 € 631,63 € 384,03 € 532,63 € 285,03 € Berlin Paris x 259,30 € 627,63 € 191,00 € 818,63 € 559,33 € 627,63 € 368,33 € Berlin Wien 179,90 € 581,63 € 90,00 € 671,63 € 491,73 € 257,63 € 77,73 € Berlin Zürich x 179,00 € 257,73 € 90,00 € 347,73 € 168,73 € 257,73 € 78,73 € Bilbao Madrid x 136,00 € 106,45 € 138,00 € 244,45 € 108,45 € 155,56 € 19,56 € Düsseldorf Kopenhagen x 254,60 € 510,49 € 90,00 € 600,49 € 345,89 € 507,19 € 252,59 € Düsseldorf Milano x 334,00 € 471,49 € 90,00 € 561,49 € 227,49 € 473,49 € 139,49 € Düsseldorf München x 242,00 € 194,02 € 90,00 € 284,02 € 42,02 € 255,02 € 13,02 € Düsseldorf Warszawa 266,60 € 671,69 € 90,00 € 761,69 € 495,09 € 671,56 € 404,96 € Düsseldorf Wien 179,90 € 631,49 € 90,00 € 721,49 € 541,59 € 248,49 € 68,59 € Edinburgh London x 180,00 € 235,00 € 140,00 € 375,00 € 195,00 € 251,14 € 71,14 € Frankfurt Milano x 308,60 € 440,12 € 90,00 € 530,12 € 221,52 € 440,12 € 131,52 € Frankfurt Praha x 208,80 € 513,26 € 90,00 € 603,26 € 394,46 € 518,12 € 309,32 € Geneve Roma 272,00 € 590,13 € 164,00 € 754,13 € 482,13 € 590,13 € 318,13 € Glasgow London x 177,00 € 235,00 € 140,00 € 375,00 € 198,00 € 251,14 € 74,14 € Hamburg München x 179,00 € 303,22 € 90,00 € 393,22 € 214,22 € 190,22 € 11,22 € Hamburg Wien 179,90 € 667,46 € 90,00 € 757,46 € 577,56 € 249,46 € 69,56 € Hamburg Zürich x 242,00 € 598,77 € 90,00 € 688,77 € 446,77 € 249,71 € 7,71 € Helsinki Oulu 142,20 € 210,75 € 90,00 € 300,75 € 158,55 € 210,75 € 68,55 € Köln Berlin x 199,00 € 58,00 € 90,00 € 148,00 € -51,00 € 185,73 € -13,27 € Madrid Lisboa x 173,50 € 270,18 € 90,00 € 360,18 € 186,68 € 261,28 € 87,78 € Malmö Berlin x 240,00 € 457,47 € 90,00 € 547,47 € 307,47 € 458,84 € 218,84 € Malmö Stockholm x 187,00 € 277,47 € 90,00 € 367,47 € 180,47 € 135,57 € -51,43 € Milano Napoli x 185,00 € 234,75 € 90,00 € 324,75 € 139,75 € 233,75 € 48,75 € München Berlin x 179,00 € 259,77 € 90,00 € 349,77 € 170,77 € 198,77 € 19,77 € München Budapest 229,40 € 455,16 € 90,00 € 545,16 € 315,76 € 455,16 € 225,76 € München Kopenhagen x 327,00 € 672,85 € 90,00 € 762,85 € 435,85 € 672,85 € 345,85 € München Milano x 349,40 € 378,99 € 90,00 € 468,99 € 119,59 € 378,99 € 29,59 € München Paris x 274,60 € 553,99 € 191,00 € 744,99 € 470,39 € 557,99 € 283,39 € Oslo Bergen x 150,00 € 175,47 € 90,00 € 265,47 € 115,47 € 196,62 € 46,62 € Oslo Trondheim x 159,00 € 175,47 € 90,00 € 265,47 € 106,47 € 175,47 € 16,47 € Paris Barcelona x 313,00 € 542,99 € 90,00 € 632,99 € 319,99 € 542,99 € 229,99 € Paris Frankfurt am Main 188,40 € 427,99 € 90,00 € 517,99 € 329,59 € 431,99 € 243,59 € Paris Hamburg x 245,70 € 563,99 € 90,00 € 653,99 € 408,29 € 559,99 € 314,29 € Paris Madrid x 354,00 € 666,00 € 138,00 € 804,00 € 450,00 € 666,99 € 312,99 € Paris Milano x 363,00 € 507,99 € 90,00 € 597,99 € 234,99 € 511,99 € 148,99 € Paris Nice 237,50 € 311,12 € 90,00 € 401,12 € 163,62 € 311,11 € 73,61 € Paris Roma x 418,00 € 683,99 € 164,00 € 847,99 € 429,99 € 687,99 € 269,99 € Paris Zürich 186,40 € 411,40 € 90,00 € 501,40 € 315,00 € 411,40 € 225,00 € Roma Palermo 134,85 € 189,44 € 90,00 € 279,44 € 144,59 € 175,44 € 40,59 € Santander Madrid x 142,00 € 177,56 € 138,00 € 315,56 € 173,56 € 177,56 € 35,56 € Torino Roma 102,10 € 208,27 € 164,00 € 372,27 € 270,17 € 218,27 € 116,17 € Wien Warschau 183,50 € 413,71 € 90,00 € 503,71 € 320,21 € 413,71 € 230,21 € Wien Zürich x 269,40 € 378,99 € 90,00 € 468,99 € 199,59 € 378,99 € 109,59 € Zürich Barcelona x 300,00 € 511,98 € 90,00 € 601,98 € 301,98 € 511,98 € 211,98 € Zürich Roma 272,00 € 547,25 € 164,00 € 711,25 € 439,25 € 541,90 € 269,90 €

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A great marketing potential for operators of qualified night train connections arises due to this fact. Therefore addressing of the business travellers must be a prime consideration for train operators. The advantage of a later departure respectively an earlier arrival can nearly always be combined with the price advantage (saving of costs).

Offering special discounts as special saving passes could even enlarge the price advantage or discount offers like promotional fares such as “Sparnight” (see following chapter). IN 2004 the Swiss company CNL has introduced special tickets for connecting travel within Switzerland at a fraction of the normal ticket fare which should boost demand for night train travel to those destinations.

Special fares

Further to the common discounts on tickets, which are granted in general also in night trains, operators have partially started offering special promotional fares on special relations, especially where operators find themselves under great pressure of competition. The following chart gives an overview over current promotional fares by most important operators: offered for sleepers for offered berth sleeping price couchettes for offered berth couchette price passenger seated passenger seated price national international DB Nachtzug Sparnight x ab 59 € x ab 39 € x ab 29 € x x on-line booking possible CNL AG Sparnight x ab 59 € x x ab 29 € x x on-line booking possible SNCF Prems x ab 35 € x ab 20 € x x on-line booking possible ÖBB Sparnight x ab 59 € x ab 39 € x ab 29 € x x on-line booking possible SBB Sparnight x ab 59 € x ab 39 € x ab 29 € x only trains to Austria Trenitalia Sparnight x ab 59 € x ab 39 € x ab 29 € x trains to France, Austria, Germany

This is the most important means to counter the cheap image of low-cost-airlines. Especially the market segment of couchettes and sleeperette cars suffer from the price pressure of the inexpensive airline offers, as the passengers accept in some cases to use airports far away to use a cheaper flight connection. With such rates –which have to be allocated- the train operators can offer an alternative of price to most low-cost-airlines, which offer in Germany a basic rate by simultaneous booking of 19€ plus airport taxes.

After the introduction of the “Sparnight” (saving night) prices DB Nacht Zug has made the positive experience that more potential customers requested the relation than ever before. Even when the special rate was no longer on offer, higher rates were often accepted and the operator therefore acquired new customer potential. But the up-to-date cost and revenue situation puts limits to special rates. SNCF for example, has decided not to offer special rates in the sleeping car, as the economic condition does not seem to allow this and there is the fright to cannibalize their own frequent customers.

But the interim results of experiences drawn by CNL AG, DB Nacht Zug and ÖBB are positive. 34: „Quite enjoyable «is the development of the since December 12th 2003 consolidated EN- trains Vienna-Berlin/Hamburg/Dusseldorf according to an ÖBB information. As the sleeping car and couchette passenger numbers developed so well, the numbers of travellers achieved 90% above the reference period the year before. In the previous year the numbers pf

34 Source: statements by DB Nacht Zug, CNL AG und SNCF

Page 58 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 passengers dropped extremely, in the second half of the year the numbers settled down ca. 10 % under the existing level before the cheap flight boom. In the travel to and from Italy in the second half of 2003 the level of 2002 was slightly raised; the Brenner transit went back by 15%.

Further to the special rates CNL AG offers a frequent travellers program as a mean of customer loyalty, which contains newly (January 2004) additional conditions for users of this program such as discounts with co-operating partners e.g.

Utilization ratio and demand management

The utilization ratio of night trains is higher –based on the numbers of seats in the trains- than in day traffic. The utilization percentage in long-distance-traffic of Deutsche Bahn AG are in average 40%, whilst the daughter company BD Nacht Zug achieves an utilization between 45 and 55 %.35 However the transportation capacity per car of night trains is smaller.

An average DB night train with 2 sleeping cars each with a capacity of 33 passengers, 2 couchette cars for 60 passengers and two reclining cars with 66 places, the total can offer in total 318 seats. In comparison: an Intercity train with the same number of cars (2 first class cars and 4 second class cars) has a capacity of 372 seats (+16%). An efficiency of 40% result in 149 seats, 55% efficiency of a night train result in 174 seats being occupied. The efficiency of night train usage differs by day and relation, but certain parallels can be drawn. From Monday to Thursday business travel plays in important role, while the peak days for private travellers are from Thursdays to Sundays. Additionally, there are seasonal influences on the demand as trade fairs, school holidays and bank holidays.

To meet the different needs and expectations of the demand in a market segment with different product categories and target groups is naturally very difficult, but can be quite well controlled due to the diverse target groups, who have to be addressed in different ways. Demand management therefore has to consider the following points:

 A requirement for an efficient demand management is, that the train tickets have to be booked in advance; therefore short-term reservations by phone or at the train station have to be possible. Most operators have already introduced an obligation booking.  As the efficiency and utilization of the trains vary due to the diverse target groups on the different relations, it is advisable to create regional means of control or means, who are destined for one relation only .

Demand management can be practiced for example by special offers – especially at weak times of traffic (e.g., Sparnight). Depending on category and day of the week the contingents on offer can differ: on weak traveling days they can be greater than on strong ones. For example, the special rate contingents for couchettes can be smaller during the weekend, as the utilization through private travellers is better than through business travellers. The contingent of special rate journeys in sleeping cars is small on journeys to and from trade fairs, while the special rate journeys in couchettes is greater. But it has to be taken care of, that certain comfort categories are not preferred too much in price, as the revenue situation could suffer. This is especially important for the one-bed-categories in sleeping cars and for four-bed-departments in the couchette.

The customer loyalty has be considered by the demand management. The advantages of nocturnal traveling have to be pointed out regularly to frequent travellers or business customers by special measures as frequent traveller tickets, multi-trip-tickets and special offers.

The low-cost-airlines mainly use the Internet for specific and recurrent addressing of their customers by advertising special or early booking offers. As many operators have so far not

35 Source: information provided by DB Nacht Zug Page 59 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 regarded this option of ticket booking as necessary, this marketing measure is often not part of the operators’ marketing concept.

In the context of „Know Your Customer «campaigns, this marketing measure should be part of every marketing and distribution concept of the operators, particularly as it is possible to test campaigns in segment of night trains, which are restricted to a certain traffic segment without endangering the revenue situation of a complete market segment.

11. Night trains and their competitors

Apart from day train services – especially high-speed train services – the private automobile, airlines and long-distance busses are certainly the main competitors to night trains. In this chapter the author put particular emphasis on the impact and interaction between overnight train services and their internal and external competitors high-speed trains and air travel.

Internal competition

Long distance intercity trains as well as high-speed trains are regarded as the most prominent internal competitors to night train services. The author therefore have examined to which extent these routes are in a direct competition to such daylight trains. Total travelling time, catchment area of routes served and other factors need to be taken into consideration.

One of the indisputable advantages of day services is the fact that passengers using those trains for short distances or boarding them en-route provide a much better utilisation ratio. However all-reserved trains may suffer from this fact as not all seats may be available for the more lucrative long-distance passenger and yield management is therefore more complicated.

In order to achieve a better comparison to day trains, the author have undertaken a direct competitive analysis regarding the number of routes and services offered during day and night. The following criteria has been included:

 number of direct day train services  day train services with more than 6 hours travel time  possibility to use high-speed train services (even if change of trains might be necessary) the most important results are:

night trains and their competing day services 35,36% no direct daylight service (connecting services need travel time over 6 hours) 22,50% one competing daylight service per day (travel time over 6 hours) 17,07% no competing service at all (travel time too long for a daylight trip) 12,90% 2 or 3 competing day train services (travel time over 6 hours) 2,40% 4 to 8 competing day train services (travel time over 6 hours)

It is apparent that in most cases night trains and day trains complement rather than compete against each other. In some cases only the night train can offer a suitable travelling alternative to air or private automobile because of the long distance. It is also interesting to see that 17 train services or 26.56 % of all trains examined face direct competition from day services with less than 6 hours travelling time and up to 18 departures daily.

The following page gives an overview about those services with the strongest internal competition.

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Night services with most internal competition (U=change of trains necessary):

from to number of travel high trains time (day) speed services Paris St Gervais les Bains u 5:30 Edinburgh London 18 4:50 x Hamburg München 12 6:00 Malmö Stockholm 11 4:30 Glasgow London 8 5:40 x Penzance London 7 5:20 Helsinki Kuopio 6 5:00 x Madrid Barcelona 6 5:00 x Torino Roma 6 6:00 Helsinki Oulu 5 6:00 x Helsinki Joensuu 5 5:15 Paris Nice 5 6:00 Oslo Kristiansand 4 4:30 Paris Tarbes 4 5:45 Warszawa Szczecin 4 5:45 Paris Irun 3 5:45 x Paris Bourg St Maurice 1 5:30 x

Especially routes like Edinburgh-London, Hamburg-Munich, Malmö-Stockholm, Glasgow- London, Madrid-Barcelona, Torino-Rome and Paris-Nice show a high density traffic and high usage of travellers during the day so that an overnight service is requested by the general travelling public. These lines also face strong competition by airlines. Apparently night train services have there reason of existence where

 long distances prevent rail travel from being attractive otherwise  daylight travel takes too long (travel times over 6 hours)  number of direct routes is small or no direct trains offered during the day  high demand and density warrants a round-the-clock timetable offer

In the last few years high-speed train services operated on an overnight schedule (like in France or Germany) may play an increasing competitive role to night trains especially in the low fare sector. These trains however do not offer any such kind of standard services making night travel in such trains more comfortable.

The continuing completion of high-speed train services in Europe will further influence the existence of night trains in Europe. Especially projects like TGV Est / Rhealys will have further impact on such services with significant time reduction of daylight trains as the following chart shows:

Paris Stuttgart 2007 3:45 h Paris Frankfurt 2007 3:45 h Paris Basel 2007 3:30 h Paris Zürich 2007 4:30 h

Night trains covering these routes only will see a limited market and therefore might face discontinuation. Other routes like Barcelona-Madrid or Milan-Naples will become les important when high-speed lines covering such routes will be completed. It is apparent, that most existing high-speed services already led to discontinuation of their overnight train counterparts. Most operators contacted however think, that the existing services will be continued as long as no significant change of customer needs and habits will take place.

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In other cases, overnight services will actually benefit from new high-speed train lines or new routes. Those trains covering long distances may save on time when being able to use parts of the high-speed network like in the following cases

 Rome- Naples (especially for trains serving the Northern to Southern Italy corridor)  Stockholm-Northern Sweden  Basel/Zurich-Rome  Berlin-Warsaw

Other services already benefit from such high-speed routes like those operating over routes as Rome-Florence or Hanover-Berlin.

External competition

Apart from the private automobile, air travel is regarded as being the most significant competitor to travel by (night) train. The proliferation of air travel has increased significantly since the 1980ies with a growing regional air travel market offering a broad network of intermediate routes between secondary destinations all over Europe. Wherever train operating companies have put significant investment into their overnight trains, they offer an adequate alternative to regional airlines.

Since the emergence of low-cost airlines like Ryanair, Easy Jet or Germanwings price conscious travellers regard such services as an attractive alternative to the overnight train. Especially the aggressive marketing activities by the airlines give the impression that a cheap flight is much better than any other alternate method of travel.

A recent survey of low-cost airline ticket prices however, carried out by Carlson Wagonlit Travel, has determined that with an average coupon value of 151 € these airlines are not necessarily the most economical alternative36. If compared to special fares provided by Lufthansa for example, these coupons even show a better price ratio of 112 €. This may lead to higher savings than with “low-cost” fares37. If compared to promotional fares by night train operators such as a couchette-based special fare of 39 € for a one-way trip, this would lead to savings of 65 % and more versus the average low-cost-fare ticket.

Whereas Ryanair – being the market leader of low-cost airlines with approximately 23 million passengers in 2002 38 - regards the private traveller as their most important target group, other airlines try to address the business travel market. The number of business travellers of German airlines like Air Berlin is at 29,1 %, or with Germania Express at 59,1 %, or DBA at 58,8 %39. In most cases these travellers have opted to prefer these companies over incumbents like Lufthansa. Another target group are users of private automobiles who have used their cars for long distance trips.

With regards to the actual developments in the airline industry, analysts already see signs of consolidation. Companies like Germanwings or Hapag Lloyd Express have reduced frequencies to some destinations because the overall market needs have been overestimated. Ryanair for example has discontinued services to Maastricht, Reims and Clermont Ferrand without replacement or services like between Dusseldorf and Zurich have now been consolidated by Air Berlin and Germania Express. Easy Jet for example, already is suffering form a profit decrease of 28 % in the last fiscal year. However airlines like Air France or Lufthansa have found ways to attract passengers back to their services with the offering of promotional airfares offered with limited seat capacities.

36 Source: NZZ Online, dated 18.12.2003 „Billigflieger nicht immer am günstigsten“ 37 Source: Press release Carlson Wagonlit Travel Austria 3.12.2003. a total of 1,4 million coupons have been examined with 87 % of them for travel within Germany or Europe 38 Source: press release www.ryanair.com 39 Source: Spiegel 45/2003 Page 62 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Having examined the actual competitive situation of the 172-night train routes concerned, the following results have been ascertained: Out of the 172 train services, a total of 26 face direct competition by low-cost airlines, whereas a total of 108 routes face competition from traditional airlines with their promotional fares. The proportion of traffic with direct competition by low-cost airlines is at 15,2 %.

The author would like to point out that with suitable marketing actions and promotional activities night trains can withstand the increasing pressure from aggressive marketing by airlines. The four train sets operated by RENFE/ELIPSOS between Spain and neighbouring European countries have carried approximately 450.000 passengers in 2002. The Barcelona to Zurich service enjoys a utilization ratio of between 80 and 90 per cent despite heavy competition by Easy Jet serving the Geneva to Barcelona route.40

Thanks to the massive marketing activities of the airlines, the general public perceives air travel as being a fast, economical and thus market-driven offer. Therefore, railways must weather such trends by communicating efficiently the advantages of rail travel such as frequency of services, availability, timetable offer, comfort, price worthiness and flexibility.

Long-distance bus travel is also a significant competitor to night train services, especially in Scandinavia or Southern Europe. Railways in Northern Europe suffer from such competition by scheduled bus operators offering much better timetables as compared to some rail connections not always serving cities on a direct routing.

These services are highly sought after by tourists with a limited budget or young people. Especially organised group travel prefers the bus over rail travel, particularly for travel abroad. An important argument for choosing a bus for this is availability to use the vehicle at their final destination for transfer, excursions etc. However, bus tourism is facing growing safety concerns by potential customers after several accidents have impacted the image of bus travel significantly.

40 Source: information provided by SBB Page 63 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

12. operations and profitability operational particularities

Certain operational factors directly influencing the profitability of night trains need to be taken into consideration:

Very often night trains are operated in a typical operating situation with most passengers getting on board before midnight and detraining in the morning hours. Typical intermediate or short-haul traffic by passengers using a train only for a short portion of the route is not common. Therefore, operators cannot count on this additional traffic usually helping the utilization ratio.

Another factor impacting profitability is the smaller capacity by sleepers which makes is necessary to increase the number of cars provided to carry a similar passenger loads as compared to a day train. Due to this fact the percentage utilization of a sleeper or couchette might be higher as compared to a day train passenger car. This might also lead to a higher train load and greater length of train compositions which might make traction more difficult as not every engine available might be used. Also, the higher demand for on-board services requires a greater number percentage of service personnel for operating such trains.

Scheduling of services very often is dependent on the freight traffic usually being operated at night making it difficult to find suitable schedules. Operators have to bear in mind that passenger trains have a higher average speed than freight trains and may therefore limit capacity of certain routes. Arrival time during morning rush-hour also makes disposition of trains more difficult with most train services not necessarily being able to be integrated into the synchronized timetable of most European railways.

Operating costs directly linked to usage of railway networks like the so-called track access charges have developed to be an increasing factor for the operations of long distance and especially night trains. This is one of the main reasons for the Dutch and Belgian railways to cease operations of their own night train network. A cost comparison has shown, that the percentage of rail network usage costs outside Belgium or Holland was significantly high and have attributed to unprofitable operations of their night trains.

Another very important cost factor is the fact that operating costs do not decrease with growing distance but remain constant on a cost-per-kilometre basis. In order to operate a train successfully, operators need to make sure that utilization ratio is high between all possible destinations en route. This is one reason for some trains not being extended to potential other destination points as the potential of extra passengers for this route could not be carried in a profitable manner.

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Investment and operation of rolling stock

Availability and possibility to operate night train rolling stock is usually limited by the special purpose of providing extra comfort for night travel. Therefore, sleepers can not necessarily be operated during the day because of lack of capacity. Also conversion of cars for day travel is sometimes circumstantial. Operations of night train rolling stock is often limited to the night hours. According to the working paper „Efficient Night Train Traffic“by Railway Group KTH Stockholm a day train passenger car can produce up to six times higher seat kilometres than a sleeping car.41

Investment into suitably adapted rolling stock leads to higher acquisition costs as capacity is lower and the comfort provided requires more investment. According to a statement by Siemens Transportation the costs for a modern sleeping car of WLABmz 173.1 type is at approximately 1,5 to 1,7 million € per car. Conservative estimates see costs of a sleeping car as being 20-25 % per cent higher as compared to a standard passenger car.

With couchette cars the cost and profitability situation is considerably better, because such cars can be operated more easily during the day and still provide a similar capacity to a standard intercity passenger car. personnel resources

An additional deficiency for operating a night train is the fact that additional personnel resources are needed. Apart from attendants taking care of sleeping car and couchette car passengers, additional conductors are being used for ticket control duties. Due to this fact, the operational bottom line is directly affected. Some operators like in Scandinavia do not use additional attendants at all but assign these duties to their conductors. This leads to a significant cost reduction. ELIPSOS hotel trains try to avoid these costs by offering a central reception service as known in a normal hotel environment. Other options possible are the combined assignment of two cars to one attendant thus sparing 50 per cent of the workforce.

Companies like DB Nacht Zug have been able to completely restructure their personnel resources after the company has been brought into a separate entity from DB AG. The company – having received the licence to operate as a separate train operator apart from the parent company – has assigned service teams to each train. They fulfil all tasks and duties on board like ticket control, catering services, preparing cabins or fulfilling customer services etc. with the possibility to make efficient use of these capacities.

41 Study : Efficient Night Train Traffic – Railway Group KTH September 1999 Page 65 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

13. Suggestions for the optimised night train new routes and optimised timetable offer

With regards to the 172 routes being examined, the author has tried to establish, which further potential routes might warrant enough potential for overnight journeys. This also applies to routes which are no longer in service but still may be commercially viable. A total of 23 new or optimised routes – mainly operated as through cars or combined on certain portions of the route – would not only fulfil travellers needs but also create enough additional business.

The author would like to point at this time that those suggestions are largely dependent on availability of rolling stock, track access charges and other operational costs which would need further examination. Therefore, the routes mentioned could only be regarded as a wish list.

1. Stockholm-Malmö-Copenhagen 2. Stockholm-Oslo 3. Oslo-Copenhagen

The above mentioned routes should be operated as an integral combination of three train sets which should replace the existing Malmö to Stockholm overnight service. A timetable analysis has shown that in case of routing of all three trains via Gothenburg all trains could meet at about the same time between 3.15 h and 3.30 h thus being able to exchange through cars. This would also allow to exchange the Stockholm-Oslo portion of the Stockholm-Copenhagen train with the train to Oslo which comes from the opposite direction.

Stockholm 22:30 from Bergen 22:24 from Trondheim 23:13 Oslo 23:30 Through cars Stockholm-Gothenburg-Copenhagen from Hamburg 21:59 (between Gothenburg-Copenhagen Copenhagen 23:00 Through carsvereint) Stockholm-Oslo transferred to train Malmö 23:30 originating in Copenhagen going to Oslo (and vv) Gothenbu 03:15 03:30 03:15 03:40 Malmörg 06:30 Through cars Oslo-Gothenburg-Copenhagen (carried Copenhagen 07:00 between Gothenburg-Copenhagen) to Hamburg 07:52 Stockholm 08:30 Oslo 07:20 to Bergen 08:11 to Trondheim 07:57

The timetable would be attractive enough to secure a good night’s rest and operations could be carried out in an efficient manner. This would also enhance the current number of departures between Stockholm and Oslo with the last train already leaving at 5 pm. This would also lead to better utilization of trains for intermediate journeys and secure good connections to and from Hamburg. It would also be advisable to provide early provisioning of train in Oslo and allow later vacation of sleeper cabins upon arrival. In any case technical requirements concerning usage of Oresund bridge between Sweden and Denmark must be clarified. Alternatively, train could start or terminate in Malmö with a connecting train from/to Hamburg being provided.

Page 66 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

4. Hamburg-Gothenburg-Stockholm 5. Hamburg-Gothenburg-Oslo

This potential line would be basically a reinstatement of the former EuroNight service „Alfred Nobel “which used to run between Hamburg and Oslo / Stockholm. Two timetable variants would be possible either with a direct routing Malmö-Stockholm or with a combined routing to Gothenburg, where the two parts would split. In case through cars to Oslo could not be operated, the important metropolitan region of Gothenburg could also be served with the Stockholm cars. Given the early departures and late arrivals at the Nordic destinations, the use of bistro would be advisable but could be limited to the northern end of line. In any case additional departures would be offered for the Oslo- Gothenburg route:

#1 #2 #2 #1 Stockholm 19:00 20:00 from Munich 20:04 20:04 from Bergen 17:52 from 20:08 20:08 Oslo 19:30 18:15 CologneHamburg 20:30 20:30 Gothenburg 23:45 23:30 22:15 Flensburg 22:45 22:45 Malmö 03:30 02:10 02:00 Kopenhagen 02:25 02:25 Kopenhagen 04:00 02:40 Malmö 02:55 03:10 02:55 Flensburg 07:40 06:20 Gothenburg 06:10 06:10 06:20 Hamburg 09:45 08:30 Oslo 10:15 10:25 to Munich 10:02 09:02 to Bergen 10:43 10:43 to Cologne 10:45 08:45 Stockholm 09:10 10:55 #1= from Stockholm via Gothenburg #2 from Stockholm direkt to Malmö = transfer of direct cars

Connections in Oslo to and from Bergen, within the metropolitan region and Kristiansand would be possible as well as connections to and from Cologne and Munich upon arrival in Hamburg. In any case technical requirements concerning usage of Oresund bridge between Sweden and Denmark must be clarified.

6. Amsterdam-Copenhagen 7. Berlin-Copenhagen

One additional potential could be created in a train serving the Amsterdam to Copenhagen routing with additional cars going to and from Berlin via Hamburg. In case the routing could lead over the Puttgarden to Rödby ferry service, timetable would make a longer layover necessary for the Berlin cars and would compete against the existing route to Malmö. The timetable shows two possible routings via the Belt or Puttgarden- Rödby routes. Specific requirements must be met in order to fulfil technical standards over the Belt route. The Puttgarden-Rödby line might require additional shunting equipment.

8. Amsterdam-Brussels-Basel-Zurich 9. Amsterdam-Brussels-Basel-Geneva 10. Amsterdam-Brussels-Basel-Milan

These lines – operated as a combined service – would basically reinstate services that just had been terminated by Belgian Railways in 2003 and make use of the otherwise not served routing between the EU capital and the European UN city of Geneva addressing business as well as private traveller potentials. Although daylight services by high- speed trains have proved to be unsuccessful due to inconvenient schedules this might change with additional marketing efforts. Also the combination of several through cars would enhance profitability on all routes. Alternatively, the Zurich and Milan portions could be combined with the Milan cars also serving Switzerland’s biggest city.

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The draft schedule would look like as follows:

X) X) Amsterdam 19:00 Milano C 18:30 (18:15) from London 21:37 Geneve 21:50 Bruxelles 22:10 Zürich 22:45 Basel SBB 04:50 05:20 05:00 Basel SBB 00:07 23:50 23:45 00:20 Zürich HB 06:20 Bruxelles 06:40 Geneve 08:12 to London 07:01 Milano C 10:25 (10:45) Amsterdam 09:40 X) : alternate routing Zürich-Milano-Zürich

Through cars to Geneva and Milan could added to existing Intercity trains, if capacities and rolling stock compatibility would allow carrying additional cars.

11. Brussels-Avignon-Marseille-Nice 12. Brussels-Avignon-Montpellier

In addition to the existing night train between Lille and Nice (via Arras and Longueau) a new train between Brussels and Nice could attract potential new customers not only for business but also for private travellers. Connections to and from London should be possible. Another possibility would be to create through cars to Montpellier which could connect to an existing Talgo train to Barcelona, Alicante and Cartagena which would primarily serve the private traveller target group. Alternatively, the Talgo train to Montpellier could be extended to Avignon in order to secure appropriate connecting services. The following schedules could be applied: Bruxelles 20:20 Nice Ville 18:30 Avignon 06:00 Marseille 21:15 Avignon 06:10 from Barcelona 21:11 Montpellier 07:15Montpellier 21:30 to Barcelona 07:26 Avignon 22:30 Marseille 07:10 Avignon 22:45 Nice Ville 09:50 Bruxelles 07:45

An additional combination of trains from Brussels and Lille would further increase profitability with. Compared to the fastest direct TGV train connecting Brussels and Nice in 8 hours and 15 minutes, a night train could be even attractive to the business traveller.

13. Frankfurt-Basel SBB-Rome 14. Frankfurt-Basel SBB-Marseille-Nice

This train would represent a prolongation of the existing EuroNight service between Basle and Rome, which currently is operated with various direct cars originating in Geneva and Zurich. The Basle portion would be extended to Frankfurt and also feature a Frankfurt to Nice section. This would create an attractive night train with the possibility to make use of the new Lötschberg route after 2007 (additional time savings of 1 hour) and also address market potentials in Germany as well as Switzerland for travellers to Southern France. According to SBB more Swiss are travelling to the Cote d’Azur then to any other destination in France.

These additional potentials could be acquired whilst being able to count on a largely existing and sought after routing. The routings under No 11,12 and 14 could even be combined in Southern France with connections to Barcelona and Spain:

Frankfurt 19:00 Roma T 19:00 Basel SBB 22:00 transfer of through carsMilano L 02:00 Basel SBB 22:20 Nice Ville 20:00 Milano L 03:50 Marseille 23:00 Roma T 09:50 Lyon 02:30 Geneve 01:15 Geneve 04:30 Lyon 03:15 Basel SBB 07:30 07:30 Marseille 06:45 Basel SBB 07:45 Nice Ville 09:45 Frankfurt 10:45

15. Stuttgart-Frankfurt-Berlin-Hamburg

Replacing the train services between Stuttgart, Berlin and Hamburg being discontinued only recently, a train serving the Stuttgart-Frankfurt-Berlin-Hamburg route has been examined. This would also provide an overnight service between those very important metropolitan areas and also provide a late evening train service between Stuttgart and Frankfurt. Also existing Intercity services between Berlin and Hamburg could be integrated with the possibility to provide a set out sleeper or couchette for Berlin in order to attract the market originating in Germany’s capital.

Stuttgart Hbf 21:30 Hamburg 21:08 Frankfurt 23:45 Berlin Zoo 23:45 Berlin Zoo 05:25 Frankfurt 06:08 Hamburg 08:08 Stuttgart 08:08

Alternatively, a through car could be operated between Stuttgart and Berlin via Nuremberg with existing trains : Stuttgart (D 61953) – Nuremberg (EN 228) – Berlin and Berlin (CNL 479) – Mannheim (IC 2497) – Stuttgart respectively.

16. Geneva- Vienna

In order to attract business travel potential between the two UN cities Geneva and Vienna, the existing EuroNight service to Zurich could be extended also serving the Swiss capital. This would also allow integration of existing Intercity service between Zurich and Geneva in order to avoid on scheduling issues and additional track access Geneve 21:30 Wien West 20:23 Bern 23:17 Linz 22:10 Zürich 00:35 Salzburg 23:42 Salzburg 06:26 Zürich 05:25 Linz 07:57 Bern 06:43 Wien West 10:05 Geneve 08:30 charges.

17. DB Nacht Zug Berlin/Hamburg – Paris

Arrival in Brussels should be 30 minutes later in order to better accommodate this important market. Also layover time for passengers to London would be reduced.

18. SJ/GVG EuroNight Berlin-Malmö

Change of the Berlin to Malmö timings by 30 minutes and extension to Copenhagen would certainly address additional potential. Also, departure in Malmö around 23.00 h would greatly optimise connections to Gothenburg and Stockholm. Also, frequencies must be enhanced in order to provide a more consistent offer. These alterations however would make it necessary to adjust ferry timings as well.

19. DB Nacht Zug section Munich to Binz

This train currently leaves Munich already at 7 pm with a 30-minute layover in Nuremberg however without stopping at the important station of Augsburg. Additional stop would certainly enhance utilization and address additional markets of the Allgäu and Lake of Constance regions.

20. DB Nachtzug Dortmund-Milan / CNL Dortmund-Vienna

Between Dortmund and Frankfurt am Main a time savings would be possible in order to allow a later departure / earlier arrival.

21. CNL Amsterdam-Zurich

Earlier arrival at Zurich and later departure would greatly enhance connections to Southern Switzerland and Italy. Extension to Chur during seasonal weekends would address this important holiday region.

22. EuroNight Berlin-Budapest

Apart from the through couchette car serving this route, it should be possible to operate a sleeping car.

23. CNL Amsterdam-Zürich // DB Nachtzug Hagen-Binz section

A combination of both routes would allow reinstatement of a through service Amsterdam to Berlin with transfer being carried out at Duisburg Hbf station.

24. routes to Eastern Europe

In order to address growing need for upgraded train connections to Eastern Europe, the following train services could be attractive for potential passengers:

 Brussels – Prague  Paris – Prague  Hamburg – Warsaw  Frankfurt – Warsaw  Cologne –Katowice  Dortmund/Cologne-Budapest

These routes would only present suggestions for possible routings and need further detailed examination.

Operations

In the following chapters the author would like to offer suggestions concerning the optimisation of operations and therefore essential modernisation of existing vehicles respectively the purchase of new ones. These recommendations are based firstly upon perceptions and feedback resulting from the market research of the operators included in this study and secondly upon conclusions resulting from surveys and field reports. The main measures are the following:

1. Pooling and Sectioning of trains

The pooling of cars and the sectioning of trains brings great operational advantages. On one hand, savings can be acquired in means of traction and personnel, on the other hand the use of added services such as a dining car can be designed more attractively, as a greater group of potential users is addressed by two parts of the train. DB Nacht Zug, ÖBB and CNL AG use the system of sectioning trains very intensively, which has led to great cost savings and operational improvements. For example: 13 out of 15 night trains served by DB Nacht Zug are operated as sections or through cars. A further advantage is that some additional direct connections to destinations away from the geographical relation of the night train can be offered to those destinations, which are not available in daytime traffic (i.e., Munich- Southern Switzerland). According build-up of the train parts can reduce the operating cost, as the additional shunting effort can be avoided as the locomotive can in some cases handle the shunting itself. The possible higher time exposure does not carry too much weight, as the loss of time can be easily caught up by the relaxed timetable of the night trains. By qualifying the on-board-staff in certain operations (for example coupling and decoupling) expenses and personnel costs can be reduced. This is especially interesting, when there are no shunting personnel available according to schedule at the according point of times.

2. Set out sleepers

As already described, the Norwegian Railways NSB use the method of “set out sleepers”. The sleepers are disposed of or coupled at on-the-way-stops; so that the passengers can enter the trains late at night or detrain in the morning, even if the train arrives at the station at the middle of the night.

Indeed, shunting engines are needed here during the night. If a certain night train destination is commercially rewarding, but a direct relation is too expensive, this can still be interesting for operational reasons.

3. Efficient staff allocation

The allocation of staff can be organized in a much more effective fashion in night trains. The following measures are reasonable:

 One member of staff attends two night cars, whereby the staff cabin should be located in the middle adjacent to the other end of the supervised cars.  En route change of personnel enables the personnel, depending on the timetable, to take over the opposite train and to return in the morning to their starting station.  Preparation of beds before departure, so that they do not have to be done during the journey (unless the train does not leave the starting station too early).  Taking over of different functions through the personnel as ticket inspection, service in the dining car, cleaning, supervision during the night etc.  Check-in at the departure platform or in a centrally located car by the personnel could possibly save additional resourced like night train car attendants.

These measures have to be adapted individually to apply to the operational and legal regulations (safety, employment regulations) and can possibly not be applied to all relations.

It has to be audited in general, whether the different customer needs can be met by conversion and adjustment of existing vehicles or by acquisition of new ones. Conversions offer simultaneously the option, to test new components and to audit the total operating concept. To achieve operational optimisation, it is important to bear in mind, that today hardly single sleeping cars and couchettes are running as a single through car. Nearly all of the surveyed relations are occupied by sections or groups of through cars that contain at least two night train vehicles; at least one couchette and a sleeping car or two couchettes. This means, that from an operative point of view at least two night train cars can be regarded as one unit – the supervisions of these vehicles can be combined, whereby the carer’s cabin has to be in the middle of the vehicle pair to guarantee a better maintenance.

As a basic principle –due to the higher passenger number- the attendant’s compartment should be positioned rather in the couchettes than in the sleeping cars, whereby this area in the sleeping car can be used for a further compartment or a bigger bathroom or shower.

Even if the number of sleeping cars is greater than the number of couchettes on certain relations, a second carer could be scheduled from the couchette. But it has to be considered that functions like the wakeup call system and the conductor calling have to be accessible from a different car. This can be done by data or language communication through the train electrical system (230V) (so-called power line-communication) or through the existing BUS- systems.

service and resource plan for sleepers and couchettes 2 cars WL CC 3 cars* WL CC CC 4 cars WL CC CC WL 5 cars WL CC CC* WL CC 6 cars WL CC CC WL WL CC

CC couchette without attendants office * a second attendant might be needed WL sleeper CC (bold) couchette with attendants cabin

Rolling stock and their state-of-the-art comfort requirements

To offer modern comfort, the following aspects have to be considered for the modernisation of sleeping cars and couchettes:

 Improvement of the smoothness of bogies, if necessary replacement.  Improvement of the acoustic insulation between aisle and compartment, modernisation of the complete interior equipment and updating of colour, whereby an ageless appearance should be achieved.  Materials should be dirt resistant and acoustic insulating, especially in the sleeping cars should be standard (carpets).  Modernisation of bathrooms and toilets at the latest comfort level and technique.  Installation of at least one shower, if necessary freeing the attendants compartment in the sleeping cars and consolidating this office in couchette cars.  General improvement of the technical facilities and fire protection systems  Auditing in how far an internal communication by phone is possible and necessary – mainly if different cars are supervised from one carer’s compartment.

One of the most important criteria for the economic success of a new car is keeping the balance between comfort by night and operational necessities. In doing so it is important on one hand to accommodate as many passengers as possible with adequate comfort in a car and on the other hand to consider the necessary attributes of comfort for day travelling. The author explain further details in the following chapter.

Samples for modernization of existing rolling stock and newly ordered cars

The following chapter provides an overview about selected cars that have recently been delivered or have undergone modernization:

sleeper type WLAB33m by DB Nacht Zug

This subsidiary of Deutsche Bahn AG has completely renovated its entire rolling stock of sleepers including sound insulation, refurbishment and overall overhaul of all technical appliances keeping the overall character. Apart from the application of new seats and seat covers, new floors and carpets have been selected, and WC and showers being rebuilt totally.

AB33 by Austrian Railways ÖBB

In the past ten years a significant number of sleeping cars have been rebuilt or refurbished like those of T2S type formerly equipped with 17 small 2-bed compartments. Their layout has been changed to a three-bed design with 11 compartments allowing to carry 33 passengers. Special features are additional seats which could also be used when beds are already prepared. Those seats offer a fold- away device which could either be used a s a small table or additional seat. Overall riding comfort had been improved as well as insulation, however a shower has not been yet provided but is envisaged with a further number of cars.An additional number of cars will now be renovated and equipped with some cabins featuring shower and WC. The latest employee magazine of ÖBB gave some insight into the new layout:

Couchette cars type Bcm 243 and sister types of CNL AG and DB Nachtzug

Both operators have completely refurbished their total number of couchette cars and improved its comfort significantly. Apart from a thorough modernization of technical appliances, bogies and total electrical installation, special emphasis has been put on air conditioning, installation of fire alarm systems and a refurbishment that meets today’s requirements by the passenger. The basic compartment layout however was not changed, but seats and bunks equipped with new fabrics and a more comfortable seating in blue colours. Pillows and blankets are of similar design, WC and wash rooms have been totally re-equipped and carpets laid out even in the corridor to improve insulation. Some cars have been equipped with a specially designed two-bed compartment and adjacent WC for handicapped passengers. Some of the cars operated by CNL feature a baggage compartment for bikes, skies and otherwise oversized luggage.

Couchette Cars UIC X type „Cuccette Comfort“ by FS Trenitalia

Like DB and CNL, FS Trenitalia has started a refurbishment programme featuring some improvements of their existing couchette car rolling stock. Especially lines to Sicily and France benefit from these improved cars. These cars called “cuccette comfort” feature compartments with 4 bunks (instead of six) with a modern interior and complete air conditioning. Like their counterparts at DB and CNL they fulfil the UIC X standards. The following pictures give an impression of such equipment.

Sleeping cars „Excelsior“ by FS Trenitalia

Since 1997/98 the Italian railways operate a number of 20 newly built sleeping cars of appropriately named „Excelsior “. These cars represent one of the most luxurious layouts in Europe. A total of 23 passengers can use 8 compartments. 7 of them can be occupied by up to three people, whereas the so-called “suite” is equipped with a king-size bed of hotel standard installed parallel to the window.

All compartments feature their private shower and WC. The car is equipped with an attendant’s cabin with reception and adjacent small lounge where drinks or light snacks are served. This car type sees service in all ARTESIA night trains to France as well as the Milan to Florence overnight train. The following photos show the interiors of this car as well as the floor plan42:

Although these cars offer a high standard of comfort, the small number of beds provided and the rather unusual setting of the suite may hamper the profitability of these cars. Especially the space needed for the suite could otherwise be used for providing a higher number of standard compartments.43

Sleeper type WLABmz 173.1 by DB Nacht Zug

One of the most recent and most modern sleeping cars has only been introduced by DB Nacht Zug a couple in November 2003. DB will receive a roster of 42 cars during 2004 and should be introduced with all major night train relations of this operator. The car features a total of 12 cabins with a maximum capacity of 36 beds in two categories:

The so-called B-or standard compartments feature a wash basin, whereas the A- compartments have their own private shower and WC. All cabins can be occupied by one to three passengers. Two adjacent compartments could be combined with a connecting door regardless of their standard. Apart from the usual attendant’s cabin, the car features two public WC and one public shower.

Apart of state-of-the-art insulation and specially adapted bogies for smooth running, cars are capable of running at high speed (up to 250 km ph.), equipped with tanks for drinking water and a modern fire alarm system. According to information provided by the manufacturer Siemens Transportation, a modular layout of compartments is possible allowing other possible customers to adjust layout to their requirements.

42 pictures Copyright of SNCF 43 drawing provided by Royal Technical University Stockholm Page 75 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

New sleeping cars by polish Railways PKP

These sleepers ordered by PKP have been delivered in 2003 by the Poland-based manufacturer PESA in Bydgoszcz using base structures of former day coaches. These cars feature special bogies of SUW 2000 type allowing the use within the standard European and Russian gauge railway networks. These cars only need 20 minutes for adjustment of bogies to different gauges.

The sleeping cars, otherwise equipped with standard layout, feature two deluxe compartments with private shower and WC, also equipped with a DVD player and minibar. For usage of these compartments a first-class ticket is necessary. Two of the standard compartments can be combined by a connecting door .

These sleeping cars are now in service in the EuroNight train “Jan Kiepura” between Brussels/Cologne and Warsaw. When compared to the new sleeping cars of DB Nacht Zug, the Polish cars do offer some more amenities like wardrobe however standard of WC and bathrooms in the German cars is significantly higher.

new car displayed during Innotrans fair, daytime configuration of Deluxe cabin, night time configuration

shower compartment , De Luxe WC and shower, washbasin and day seats in standard compartment

Sleeping cars Wlee by Croatian Railways HZ

The sleeping cars introduced and presented during Innotrans 2004 are based on standard coaches dating from 1980 which have been completely rebuilt and equipped with new comfort features as well as air conditioning. The Croatian company Gredelj has taken care of the renovation. The cars feature a standard layout of 11 compartments with 3 beds each which could be used in a 1bed, 2-bed or three-bed arrangement.

The washbasin and mirror are fixed and mounted opposite of the beds and feature an additional small closet. The overall impression and interior has a very modern touch, however the car lacks carpets which normally help to reduce noises in the car. En- suite arrangements are not possible, and showers are not provided.

The car features two WC at one end of the car and an office compartment for the attendant which has one open counter where guests can order drinks and snacks.

Like the German sleepers Wlee cars are equipped with water tanks and filter system. The following photos highlight the interiors and exteriors of the sleeping car:

outside view sleeper Wlee by HZ

daytime configuartion, night time configuration, washbasin

office with counter small closet underneath washbasin

Bistro or lounge cars / dining cars and catering

Service levels with regards to catering and provisioning of dining cars differ between those trains only operated during night hours and those that travel a longer distance. It is apparent that those passengers already boarding during dinner time wish to at least have the possibility to eat on board or to have a drink before they go to bed.

It is a commonly accepted fact that catering, provisioning of dining or bistro cars does normally not achieve any profitability or even break-even status given the operational necessities needed to provide a decent service. However, they are regarded by most passengers as a must, an institution and USP in long distance traffic – something that other means of transport do not provide. Therefore, the offer of a significant meal service on board should be regarded by every operator as an important marketing and sales tool.

In order to meet these special requirements and still be able to cope with the operation costs implied, the author suggest to envisage a combination of sleepers or couchette cars with an integrated lounge in care a separate dining or bistro car is too costly to operate.

The following chapter contains a suggestion how such a car – based on the author’s model for an integrated night and day train coach – could look like. This would allow the operator to draw revenues from paying passengers as well as provide catering or lounge services in the same car. These suggestions are based on the concept of the “Excelsior” car by Trenitalia which features such a small lounge and has been featured in this study as well. The adjacent picture shows a menu card of a typical DB Nacht Zug dining car.

14. The „EuroDayNiter “– concept car for day & night long distances

Availability and practical use of special night train rolling stock is probably the most challenging aspect with regards to profitable operations of a night train. Because of the extended comfort requirements, the possible number of passengers carried in a sleeper car is much smaller than compared to a typical day coach. Furthermore, these cars do by far not produce the same amount of revenue kilometres as their day train counterparts. This greatly influences the profitability of these cars which is definitely at the low end of all comparable passenger car configurations. Although couchette cars show a much better ratio of passenger capacity as compared to sleepers, the same challenges apply albeit to a lesser degree. In the past a number of experts like Professor Bodack already have presented their ideas how such deficiencies could be improved47.

We would like to further elaborate on these ideas and present an updated concept based on a new sleeper car series only being introduced recently by DB Nacht Zug and manufactured by Siemens Transportation. Based on the basic layout of the newly delivered sleeping cars WLAB173.1 we have tried to establish a concept for a car that could be used during day and night alike.

Based on the principal requirements by railways for a multi-purpose car for day and night travel, the following basic features must be included:

 state-of-the-art-comfort during night travel  seating comfort must fulfil today’s standards for Intercity day coaches  higher capacity as compared to today’s sleeping cars  quick configuration change between day and night position  open compartment character must be achieved during day travel  overall reduction of configuration efforts  much improved availability for operations and significant increase of seat kilometres  overall reduction of resources needed

In addition to these requirements, it is comparative to bear in mind the customer needs. As already pointed out, the study features in chapter 10 highlights a few requirements by passengers44: Possible usage of on-board amenities (average results, notes 1 „very likely“....4 „unlikely“) fresh drinking water in each cabin ...... 1.67 baggage lockers ...... 2.02 mobile phone service ...... 3.09 fax services ...... 3.57 newspaper service ...... 1.95 room service...... 2.80 radio in compartment or at the seat/bed ...... 2.26 special entertainment services ...... 47.4% yes, 52.6% no

A number of various types of a combined day/night car would be feasible. As already pointed out in the working paper by the Royal Technical university Stockholm, a double-deck layout has not been taken into consideration as the clearance limitations in Europe would basically not allow to achieve a much-improved profitability and also passenger comfort is not always guaranteed.

44 survey carried out by the Institute of Geography and of the university of Salzburg on behalf of Austrian Federal Railways ÖBB- source : http://www.sbg.ac.at/populorum/oebb_wiener_walzer.htm

Page 79 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 sketch of the EuroDayNiter basic module with 9 compartments and 1 attendants cabin, 1 public WC with lavatory, 1 public WC with shower and 1 additional lavatory

The EuroDayNiter is based on the car body of the sleeping car WLABmz 173.1 built by Siemens Transportation and capitalizes on the modular set-up of this car . The author would like to point out that this car needs to be positioned as a mixture of sleeper and couchette car45: The car combines several features and amenities from both car types:

Whereas the higher seating and berthing capacity as well as the placement of WC and lavatories at the car ends is similar to a couchette, compartment height, overall standard of beds (greater width), the existence of showers and the overall higher comfort is comparable to sleeping car standards.

In order to achieve this, a greater width of the overall compartment is needed, allowing a much-improved seating arrangement during the day. The compartment width however would still be smaller as compared to today’s standard UIC-X first class coaches and similar to those of former standard first class cars like the former Am RIC express train coach by SBB.

A comparison of capacity and compartment width would be as follows: sleeper couchette Eurofima former EuroDayniter WLAB 173.1 Bc249 ECAm (UIZ- Am RIC Max # of seats (B) 3 CNL)6 C1) 6 (SBB)6 6 max seats 36 60 54 60 54/57 width(mm) 1438 1893 2306 2260 2203

Although EuroDayNiter-compartments do not provide individual washbasins per compartment, these could be installed and possibly serve as additional table if not otherwise used. Lavatories and showers should be provided at the car ends with the general layout and comfort features not being changed. A width of 2203 mm per compartment would allow an additional lavatory which would be placed adjacent to the public shower/WC.

This basic layout would carry a total of 54 passengers with 6 passengers per compartment which is exactly the same number of passengers carried in the basic UIC Z1 first class layout for Intercity services in Europe. In case the attendant compartment would be spared, an additional small compartment for three passengers would be possible which is adjacent to the WC/shower and additional lavatory. This compartment could either include the lavatory or be used for handicapped passengers or other uses. The layout would be as follows:

The following variants are also likely:

. Replacing a bistro or dining car, two compartments would make way for a small lounge where – adjacent to the attendant’s office- snacks, drinks or breakfast could be served. A total of 11 to 13 passengers could find a seat which would be similar to existing capacities onboard of City Night Line trains. . The space could otherwise be used for a multi-purpose compartment for bulky luggage, skis or bikes. In both cases, a total of 7 compartments would allow revenue space for passengers. . The modular structure of these cars would also allow a combination of sleeping car and EuroDayNiter compartments.

45 All layout concepts used are based on drawings used by permission from Siemens Transportation. Page 81 – The European Night Train ©TMRail Thomas Manthei 2004, 2021

Here another sample of a layout with 7 compartments and lounge:

The following comfort features of the EuroDayNiter-compartments should be implemented as follows:

. As compared to a couchette car, the more comfortable compartment allows a much improved air circulation and more space for carry-on luggage. . Layout and comfort features of the beds could basically be taken from the current sleeping car layout. (see picture).

. In order to improve visibility, overall width of windows used for the deluxe compartments, should be taken as a base model. Compartments should feature complete glass windows and doors towards the corridor with Venetian blinds used for night travel. This would greatly improve the open character of the compartments during the day. Windows placed alongside the corridor should feature a double width in order to allow a somewhat panoramic view. This would add an additional comfort feature for day travel. . The seats currently used need a better upholstery in order to improve comfort. Seat configuration used in former “TUI holiday express” trains could be an alternative with the possibility to fold the back in order to have additional table. . In the present sleeper configuration, beds can already be folded away easily by the passenger without the help of the attendant. This feature is a prime requirement in order facilitate a quick configuration change between day and night position and vv. . Compartments could be used as first or second-class configuration with the simple difference that first class would only allow four passengers with middle seat being folded and not used. During night travel, compartments could basically be sold from single usage to full usage for six passengers.

Product and operational concepts could be adjusted according to demand:

. At night, trains could be used either with or without additional sleepers. Bistro cars would be replaced with EuroDayNiter coaches with integrated lounge which in other cases would make such a service viable. . In order to avoid internal competition to sleepers used in the same train, configurations could be adjusted according to demand. . Day travel would allow flexible configuration according to demand for second class or first-class travel. A first-class configuration – with only four seats used – could have a similar layout as the so-called business compartments used in ÖBB Eurocity train sets:

. Alternatively, specially adapted product offer for business travellers could be introduced like (drinks, coffee or snacks included, conference compartments with prior reservation etc.) . These cars would in any case allow usage in standard Intercity trains with the possibility to use them as standard second- or first-class cars.

Another opportunity could be the introduction of long-distance train services operated several times daily for a given route. This would allow the combination of several markets, destinations and traveller requirements into one train. As an example, for such services, the author would like to show an example for s service between Amsterdam and Rome via Cologne and Milan:

Amsterdam CS 11:00 13:00 16:00 21:00Roma T 23:45 05:00 13:00 15:00 Köln Hbf 14:00 16:00 19:00 00:00Milano C 06:00 11:00 19:00 21:00 Basel SBB 19:00 21:00 00:00 05:00Basel SBB 11:30 16:30 00:30 02:20 Milano C 00:20 02:20 05:20 10:20Köln Hbf 16:30 21:30 05:30 07:20 Roma T 06:20 08:20 11:20 16:20Amsterdam CS 19:30 00:30 08:30 10:20

Layover time of 20 minutes would allow additional crew changes. And configuration changes en route. Although not very destination would have always convenient departure and arrival times, promotional tickets would increase usage for those accepting late or early timings.

In any case, the train sets could be operated on a round-the-clock basis which greatly improved seta kilometre ratio and significantly lower operational costs.

Form an operational view, a quick turnaround of cars and easy-to-handle cleaning and configuration change is essential. On route cleaning should be achievable but need to bear in mind seat and reservation arrangements so that passengers are not in any way disturbed.

A major requirement must operate meeting all necessary operational standards. With the base model WLAB 173.1 being able to operate under different catenary systems , one of the prime prerequisites is already fulfilled. Also, all major features to allow operations over high-speed networks are existing as well as latest fire safety protection standards. The

Page 83 – The European Night Train ©TMRail Thomas Manthei 2004, 2021 author see the following market demand – provided that operators will be willing to reinvest into new rolling stock:

. Sweden already operates a number of 54 couchette cars originating in the 1950ies which have been rebuilt between 1971 and 1985. These cars are used by SJ and Connex.

. The biggest part of couchette and sleeping car roster operated by the Eastern European railways PKP and CD still need their rolling stock originally being introduced some 30 years ago. A replacement should be envisaged within the coming years.

. Most French couchette cars of Corail type have already surpassed the 20 year mark.

. Sleeping cars operated by SNCF and FS Trenitalia need either replacement or refurbishment.

outside view of SIEMENS sleeping car WLABmz 173.1 owned by DB Nacht Zug

15. Overnight services provided by high-speed trains

In most cases the current high-speed train offer is not offered on a 24-hour basis. Most trains start their journey at 5 am and terminate their run around midnight. In order to make a more efficient use of the network and its trains during night hours it may become feasible – at least for some routes – ton operate such trains at night provided that high speed tracks are not closed for maintenance works. Perhaps specially adapted high-speed trains might offer a suitable alternative for an overnight journey.

Operators like Deutsche Bahn AG and SNCF operate some high-speed trains during night hours. However no extra services are offered in conjunction with an overnight journey and no special comfort amenities provided. Therefore, it might be feasible to adapt high-speed trains for this particular service.

Before meeting a decision to refurbish or rebuilt such trains, a more thorough examination of possible routes and markets is necessary. Also, parallel services provided by night trains must be taken into account in order to prevent internal competition.

Rebuilding of trains is technically not always feasible or even possible as particular regulations meeting high-speed operation requirements either make adaptation too costly or otherwise impossible. Implementation of couchette or sleeping compartments would make it necessary to reinstate the whole certification process for those train sets which is a very enduring and costly process. Also, the otherwise necessary flexibility for daytime traffic might be lost. Even, if refurbishment might be limited to installation of reclining seats as used in aircraft (business or first-class style) it is questionable whether a business traveller would accept this as a suitable alternative to a hotel or sleeping car room. Also, passenger car capacity would also be reduced also during daytime.

As a minimum measure overnight services could be operated in two separate train services separating normal seated passenger high-speed train separated from couchette and sleeping cars. The following routes might provide enough potential to allow such services:

o Paris-Nice and Montpellier o Brussels-Nice and Montpellier o London-Marseille and Geneva o London-Edinburgh and Glasgow o Hamburg -Munich and Basel o Berlin-Munich and Basel o Dortmund-Frankfurt/Stuttgart-Munich o Milan-Naples and Bari o Copenhagen-Göteborg-Oslo**

** no present overnight service existing

Adaptation of existing vehicles

Minor replacement measures can bring about an improvement of the present state of seating comfort, which can certainly outclass the comfort of long-distance-travelling in the tourist class of a typical aircraft.

From the author’s point of view the following trainset types are suitable for adaptation or a replacement

Deutsche Bahn AG: ICE 1

The DB AG has released in December 2003 some ICE-train pairs – which otherwise travelled as deadheads at night on certain relations- for the general traffic and uses trains of this type now in nocturnal traffic. These trains- where the main inspection is upcoming anyway- offer in the first- and second-class compartments with 5 respectively 6 seats. While the seats in the second class are arranged opposite to each other, this is not always the case in the first-class rooms.

In the event of new seating the chairs could be arranged in a way, that the two opposite seats could add up to a divan bed. Therefore, up to three passengers could use these areas with more comfort for an overnight journey. A similar concept was already realised in the fifties when new rolling stock for long-distance trains was introduced in Germany or other European countries.

These sections of a train could be marketed within the scope of a “sleeper-offer”, whereby the passengers of these compartments, which are subject to surcharge, could be equipped with an “overnight-package”, consisting of pillow, blanket, eye mask, tooth brush set with mineral water, to experience a slightly more comfortable sleep.

Similar replacements are also possible for the vehicle type ICE 3, as they dispose over according compartments.

SNCF TGV

With this train sets further possibilities for a comfortable night journey could be created by planned up hauls , for example by alteration of the seating construction, without losing too much capacity sets for daytime travel.

It is offhand possible, to group further seats in the first and second class in vis-à-vis mode and to alter them to a nearly fully extensible divan, analogue to the concept of the train type ICE of DB. For example here the interior view of the TGV Reseau:

Due to the fact, that nearly all of these trains are equipped with airline style seating, the passengers however do not have any privacy during night.

EUROSTAR

Eurostar trains are the only possibility of a direct rail traffic on tracks between Great Britain and the continent. Associated with the steadily growing high-speed-traffic-network in France, nocturnal journeys between the Cote d’Azur/ Geneva / Zurich and London could very attractive in means of time and without alternative in the sector of direct connection by couchettes and sleeping cars.

A more comfortable seating arrangement should be considered in case such overnight services are envisaged. At least provisioning of more comfortable reclining chairs in the first class could address a greater market – mainly the private travellers. Especially holiday makers would profit from such an offer.

With regards to marketing – offer of reclining seat arrangements might also positively affect the early morning and late evening trains as they would provide a better possibility to rest while on board. Users of such trains have an distinctive need for sleep and recreation, especially when the departure is early in the mornings and the return late in the evening. The high-speed-train could mark off positively from air-traffic with a better offer of comfort.

New development of vehicles

The still increasing part of high-speed-network in the European railway system can lead to a need for overnight high-speed-trains for long-distance travelling. Already today it is theoretically possible to operate a night-train-connection exclusively on high-speed-tracks as for example London-Nice or Brussels-Marseille. In the future relations as London- Berlin, Paris-Warsaw, Rome-Amsterdam or Stockholm-Zurich could be added.

To use all of the advantages of the pan-European high-speed-traffic, night trains should be offered on those long-distance-relations. The necessity of a combined day/night train is of great importance here, to keep the cost of operation as small as possible by a high number of seat kilometres. In opposition to flight traffic, which can only be done very restrictively within Europe, high speed trains are not subjected to strict regulations as airport closures at night and could therefore win back lost terrain with the higher availability.

In the survey „Efficient Night Trains“of the Royal University Stockholm46, it was explained, how these trains –based on the concept of the X2000-high-speed-trains of the Swedish Railways, could look like. The concept presented in this study here of the EuroDayNiter-Car could be integrated without problems within the newly to be developed high speed trains for Europe. The big European railway operators already follow the aim of the “High Speed Train Europe” HTE the development of a joint high-speed train for Europe, which could be used in all railway networks.

16. Suggestions for pre-trip, on-board and post-trip service improvements

These suggestions should increase acceptance of such market segment and make it less vulnerable to competition. Although some elements of airline travel are being incorporated, these should be combined with unique selling propositions only the train travel can offer. The author sees the following aspects as being important:

 Early boarding of sleeping as well as couchette cars should be a prime consideration of operators in order to allow an extended rest for passengers. The same should apply to arrival at terminal station allowing passengers a late boarding

 It is essential to provide easy transport of any kind of luggage either in a baggage car or specially designed compartments. A baggage check-in would allow improved service although extra personnel resources might be necessary.

 Access to lounges should be facilitated to all couchette and sleeper passengers and lounges adjust their opening hours accordingly.

 A lounge – incorporated in existing cars or within newly built cars would increase overall acceptance of night trains without the need to provide full dining service with the provisioning of costly extra cars.

 Various Marketing cooperation featuring promotions, presentations on-board or giveaways provided by the partners could also increase acceptance by passengers.

 Distribution marketing – especially for groups – must be enhanced in order to attract this important potential to night trains. Additional services like transfer and baggage transport must be taken into consideration.

dining car in an ARTESIA night train double deck sleeper owned by CNL AG

17. Strategic approach to marketing

In order to acquire new potential users, an optimal positioning within the long-distance segments is essential. Depending on the overall strategy by the operators the following aspects are important:

 Night trains are an efficient means of transportation for distances over 500 km and if covering international long-distance routes. Only this train segment allows a viable and competitive alternative to air travel.  Different target groups can be carried in one train addressing their varying needs by variable comfort categories and fare structures which could provide a much- improved profitability.  Especially the premium market could easily be targeted if the business traveller is much more directly addressed. This would make it possible to directly achieve improved results. Time and pricing advantage must be communicated into the business traveller community.  This concentration on business travel markets would allow operators to somewhat release pressure from the ever-growing threat to their private customer base through aggressive marketing by airlines.  Introduction of a multi-purpose passenger car for day and night travel would significantly increase operating revenues and improve profitability and usage of overall resources.  Overnight trains will play an important role concerning the entry into new markets preparing the operator for other possible expansion or cooperation with partners.  Experience has shown, that it makes sense to operate overnight train services in a separate unit because operational demand and resources needed is either different form other long-distance traffic and marketing requirements warrant a different approach and more differentiated market philosophy.  As already stated, operators must be willing to invest into optimization of their offer, especially by refurbishing their rolling stock or decide for long-term investment into new passenger cars.  Operators that already have invested into refurbishment or new rolling stock should aggressively and proactively contribute to an overall image improvement by advertising the benefits. Customers are mostly not informed about alternatives of travel like a night train. This situation must be changed by a self-confident advertising and public relations campaign. Airlines which directly feature special comfort amenities like First class which are normally used only by few railways must follow this example which also will have a positive impact on overall image and the willingness to consider a train as practical means of transportation.

18. Improvements concerning marketing and distribution

One result of different discussions made with potential users of night trains results in the necessity to improve the image of night trains as such. This image is still dominated by either old-fashioned impressions of “Orient-Express” history or rather negative and subjective accounts by third parties. Also press coverage certainly needs improvement.

This will make it necessary to create a PR-strategy in order to overcome these impressions and correct the image to a more up-to-date level. Long-term measures like visits to press offices, familiarization trips for journalists, product placement in movies or TV series, press release campaigns, features in the travel press etc. will certainly help this matter.

Successful operators can count on their customer surveys like ÖBB, CNL or ELIPSOS – which prove that a decent product offer attracts customers and creates increasing usage. Negative impression needs to be countered by efficient information policies. Especially those operators which are faced by strong competition through “low-cost” airlines and which offer a suitable alternative should envisage to start a proactive campaign for their product.

As confirmed by most operators47, distribution marketing – especially with regards to the business travel segment – needs to be improved. About 80 % and more of business travel arrangements are sold through travel agencies or corporate travel offices. Therefore, travel agencies with a significant proportion of business travel customers need to be addressed as well the key account sales communication improved. Road shows, promotional campaigns, product presentations or invitations to use night trains on a test basis might be helpful.

However, one of the most important factors is the improvement of presentation in computerized reservation systems (CRS). Scotrail for example is placing their night train services as the last method of travel between Edinburgh and London when entering flight information for a late evening flight. A direct booking through airline reservation systems is possible. Travel agency organizations, hotel reservation centers or credit card companies should be addressed and marketing cooperation with those partners should improve the possibility to acquire new customers.

Dialogue marketing like email-newsletters should improve communication between operators and their customers or potentials. This could also be achieved through marketing cooperation with the above-mentioned companies or increased partnership with tour operators offering all-inclusive-packages for a weekend-trips or a vacation. Further potential could be acquired through addressing tour operators with a customer base outside of Europe which are mostly pro-active night train users like tourists from the US, Japan or Australia.

Another means of increasing distribution efforts is cooperation between operators and tourist organizations of destination areas or hotel chains that do not cover the destination of the night train. Partnering with customer retention programs could increase overall awareness. This could also apply to airlines which do not serve a specific routing otherwise provided by the railway company.

19. Appendices overnight train services and their prime service features (1) (as of 2003) as of December 15,2003 – remarks: column with marking „air conditioning“only relates to couchette cars as sleeping cars in scheduled service usually are air conditioned.

A time and fare comparison for 50 important business relations in Europe Night train versus air travel

The survey is based upon official timetable and pricing quotation by the respective operators as of December 23,2003 (Source: official guides and timetables, website information, official information by railways).

Air travel timetables and prices have been quoted from official websites of www.expedia.de and www.start.de. The last evening flight as well as first scheduled morning flight has been quoted and prices indicated are based on normal fares for economy class usage without restrictions.

Low-Cost airlines have been taken into the equation in case they fulfil either the timetable requirements or offer normal fares without restriction.

The author declines any responsibility for possible incorrectness of timetables or fares given as they are subject to change.

Timetable and fare comparison between evening flight/hotel accomodation and night train journey All rates in €

from to standard" "hotel departure rail departure (30 center city from dep flight evening in) check for min +45-30 transfer min incl center city at arrival flight evening transfer min 45 of ... by departure later ...mm h min (30 time departure flight morning in) check for min 45-30 transfer, (with cabin sleeper single of costs available) where shower/WC flight evening Class Economy ** room single rate hotel average hotel and flight evening costs total hotel & flight evening vs. rail difference Amsterdam München x 20:25 19:55 23:25 0:30 6:10 242,00 394,05 90,00 484,05 242,05 Amsterdam Zürich x 20:25 18:45 22:20 1:40 6:40 242,00 385,10 90,00 475,10 233,10 Barcelona Madrid x 23:00 22:15 1:10 0:45 4:55 213,00 106,45 138,00 244,45 31,45 Berlin Brüssel x 21:39 16:50 19:40 4:49 5:45 247,60 532,63 99,00 631,63 384,03 Berlin Paris x 21:39 19:40 23:25 1:59 5:45 259,30 627,63 191,00 818,63 559,33 Berlin Wien 19:35 18:00 21:20 1:35 5:00 179,90 581,63 90,00 671,63 491,73 Berlin Zürich x 21:39 18:00 21:20 3:39 4:45 179,00 257,73 90,00 347,73 168,73 Bilbao Madrid x 23:00 20:30 23:15 2:30 5:45 136,00 106,45 138,00 244,45 108,45 Düsseldorf Kopenhagen x 23:13 18:15 21:15 4:58 6:35 254,60 510,49 90,00 600,49 345,89 Düsseldorf Milano x 19:29 18:30 22:05 0:59 5:55 334,00 471,49 90,00 561,49 227,49 Düsseldorf München x 23:12 19:30 22:30 3:42 5:15 242,00 194,02 90,00 284,02 42,02 Düsseldorf Warszawa 18:57 18:35 22:10 0:22 5:45 266,60 671,69 90,00 761,69 495,09 Düsseldorf Wien 20:16 19:00 22:20 1:16 4:45 179,90 631,49 90,00 721,49 541,59 Edinburgh London x 23:40 19:50 23:25 3:50 4:45 180,00 235,00 140,00 375,00 195,00 Frankfurt Milano x 22:47 20:20 23:00 2:27 6:10 308,60 440,12 90,00 530,12 221,52 Frankfurt Praha x 23:37 20:55 0:00 2:42 7:10 208,80 513,26 90,00 603,26 394,46 Geneve Roma 22:18 17:20 20:50 4:58 5:45 272,00 590,13 164,00 754,13 482,13 Glasgow London x 23:41 20:30 0:05 3:11 5:10 177,00 235,00 140,00 375,00 198,00 Hamburg München x 22:07 20:00 23:05 2:07 5:15 179,00 303,22 90,00 393,22 214,22 Hamburg Wien 20:18 18:40 22:10 1:38 5:15 179,90 667,46 90,00 757,46 577,56 Hamburg Zürich x 19:57 18:45 22:15 1:12 4:45 242,00 598,77 90,00 688,77 446,77 Helsinki Oulu 22:30 22:59 1:50 2:50 5:00 142,20 210,75 90,00 300,75 158,55 Köln Berlin x 22:47 19:30 22:15 3:17 5:30 199,00 58,00 90,00 148,00 -51,00 Madrid Lisboa x 22:45 19:10 21:15 3:35 6:30 173,50 270,18 90,00 360,18 186,68 Malmö Berlin x 21:52 18:15 21:15 3:37 7:25 240,00 457,47 90,00 547,47 307,47 Malmö Stockholm x 23:10 21:30 0:40 1:40 5:45 187,00 277,47 90,00 367,47 180,47 Milano Napoli x 23:20 19:50 22:55 3:30 5:45 185,00 234,75 90,00 324,75 139,75 München Berlin x 23:04 20:15 23:10 2:49 5:30 179,00 259,77 90,00 349,77 170,77 München Budapest 23:43 19:40 22:40 4:03 5:40 229,40 455,16 90,00 545,16 315,76 München Kopenhagen x 19:01 18:30 21:55 0:31 6:00 327,00 672,85 90,00 762,85 435,85 München Milano x 20:54 19:45 22:55 1:09 5:45 349,40 378,99 90,00 468,99 119,59 München Paris x 20:54 19:40 23:20 1:14 5:15 274,60 553,99 191,00 744,99 470,39 Oslo Bergen x 23:11 21:50 0:30 1:21 5:35 150,00 175,47 90,00 265,47 115,47 Oslo Trondheim x 23:05 21:50 0:20 1:15 5:50 159,00 175,47 90,00 265,47 106,47 Paris Barcelona x 20:32 18:55 22:35 1:37 5:30 313,00 542,99 90,00 632,99 319,99 Paris Frankfurt am Main 22:58 18:55 22:20 4:03 5:45 188,40 427,99 90,00 517,99 329,59 Paris Hamburg x 20:46 18:45 22:15 2:01 6:15 245,70 563,99 90,00 653,99 408,29 Paris Madrid x 19:43 18:10 22:00 1:33 5:45 354,00 666,00 138,00 804,00 450,00 Paris Milano x 22:20 19:35 23:15 2:45 5:45 363,00 507,99 90,00 597,99 234,99 Paris Nice 21:17 19:30 23:05 1:47 6:00 237,50 311,12 90,00 401,12 163,62 Paris Roma x 19:09 18:30 22:30 0:39 6:00 418,00 683,99 164,00 847,99 429,99 Paris Zürich 22:42 18:35 21:55 4:07 6:15 186,40 411,40 90,00 501,40 315,00 Roma Palermo 21:32 21:15 0:05 0:17 7:45 134,85 189,44 90,00 279,44 144,59 Santander Madrid x 23:00 18:10 21:50 4:50 5:55 142,00 177,56 138,00 315,56 173,56 Torino Roma 23:30 19:25 22:20 4:05 5:50 102,10 208,27 164,00 372,27 270,17 Wien Warschau 21:57 19:05 22:05 2:52 6:05 183,50 413,71 90,00 503,71 320,21 Wien Zürich x 21:23 19:45 22:40 1:38 5:45 269,40 378,99 90,00 468,99 199,59 Zürich Barcelona x 19:53 18:10 21:35 1:43 5:55 300,00 511,98 90,00 601,98 301,98 Zürich Roma 23:09 19:30 22:55 3:39 6:05 272,00 547,25 164,00 711,25 439,25

Timetable and pricing comparison between night train and first morning flight

from to standard" "hotel departure rail departure min (30 time departure flight morning checkin) for 45-30 transfer, min incl time arrival earliest flight morning transfer for min 45 rail arrival (hh.mm) advantage time (with cabin sleeper single of costs available) where shower/WC flight Class morning Economy flight morning vs. rail difference Amsterdam München x 20:25 6:10 9:05 7:18 1:47 242,00 € 394,05 € 152,05 € Amsterdam Zürich x 20:25 6:40 9:45 8:16 1:29 242,00 € 384,97 € 142,97 € Barcelona Madrid x 23:00 4:55 7:20 7:58 0:38 213,00 € 149,56 € -63,44 € Berlin Brüssel x 21:39 5:45 9:05 6:09 2:56 247,60 € 532,63 € 285,03 € Berlin Paris x 21:39 5:45 9:40 9:14 0:26 259,30 € 627,63 € 368,33 € Berlin Wien 19:35 5:00 8:10 7:45 0:25 179,90 € 257,63 € 77,73 € Berlin Zürich x 21:39 4:45 8:15 9:16 1:01 179,00 € 257,73 € 78,73 € Bilbao Madrid x 23:00 5:45 8:15 8:45 0:30 136,00 € 155,56 € 19,56 € Düsseldorf Kopenhagen x 23:13 6:35 10:00 9:59 0:01 254,60 € 507,19 € 252,59 € Düsseldorf Milano x 19:29 5:55 9:25 7:45 1:40 334,00 € 473,49 € 139,49 € Düsseldorf München x 23:12 5:15 8:10 7:18 0:52 242,00 € 255,02 € 13,02 € Düsseldorf Warszawa 18:57 5:45 9:30 9:04 0:26 266,60 € 671,56 € 404,96 € Düsseldorf Wien 20:16 4:45 8:20 9:00 0:40 179,90 € 248,49 € 68,59 € Edinburgh London x 23:40 4:45 9:00 7:00 2:00 180,00 € 251,14 € 71,14 € Frankfurt Milano x 22:47 6:10 9:25 7:45 1:40 308,60 € 440,12 € 131,52 € Frankfurt Praha x 23:37 7:10 10:10 8:15 1:55 208,80 € 518,12 € 309,32 € Geneve Roma 22:18 5:45 9:10 9:50 0:40 272,00 € 590,13 € 318,13 € Glasgow London x 23:41 5:10 8:50 7:00 1:50 177,00 € 251,14 € 74,14 € Hamburg München x 22:07 5:15 8:20 7:05 1:15 179,00 € 190,22 € 11,22 € Hamburg Wien 20:18 5:15 8:45 9:00 0:15 179,90 € 249,46 € 69,56 € Hamburg Zürich x 19:57 4:45 8:05 8:16 0:11 242,00 € 249,71 € 7,71 € Helsinki Oulu 22:30 5:00 7:50 7:30 0:20 142,20 € 210,75 € 68,55 € Köln Berlin x 22:47 5:30 8:15 6:00 2:15 199,00 € 185,73 € -13,27 € Madrid Lisboa x 22:45 6:30 8:40 8:15 0:25 173,50 € 261,28 € 87,78 € Malmö Berlin x 21:52 7:25 10:10 6:09 4:01 240,00 € 458,84 € 218,84 € Malmö Stockholm x 23:10 5:45 9:00 6:10 2:50 187,00 € 135,57 € -51,43 € Milano Napoli x 23:20 5:45 8:55 9:54 0:59 185,00 € 233,75 € 48,75 € München Berlin x 23:04 5:30 8:05 7:19 0:46 179,00 € 198,77 € 19,77 € München Budapest 23:43 5:40 9:00 9:03 0:03 229,40 € 455,16 € 225,76 € München Kopenhagen x 19:01 6:00 9:25 9:59 0:34 327,00 € 672,85 € 345,85 € München Milano x 20:54 5:45 8:55 7:45 1:10 349,40 € 378,99 € 29,59 € München Paris x 20:54 5:15 8:55 7:03 1:52 274,60 € 557,99 € 283,39 € Oslo Bergen x 23:11 5:35 8:15 7:46 0:29 150,00 € 196,62 € 46,62 € Oslo Trondheim x 23:05 5:50 8:25 7:00 1:25 159,00 € 175,47 € 16,47 € Paris Barcelona x 20:32 5:30 9:10 8:24 0:46 313,00 € 542,99 € 229,99 € Paris Frankfurt am Main 22:58 5:45 9:05 7:02 2:03 188,40 € 431,99 € 243,59 € Paris Hamburg x 20:46 6:15 9:40 7:05 2:35 245,70 € 559,99 € 314,29 € Paris Madrid x 19:43 5:45 9:35 9:13 0:22 354,00 € 666,99 € 312,99 € Paris Milano x 22:20 5:45 9:15 8:59 0:16 363,00 € 511,99 € 148,99 € Paris Nice 21:17 6:00 9:10 8:15 0:55 237,50 € 311,11 € 73,61 € Paris Roma x 19:09 6:00 10:05 10:06 0:01 418,00 € 687,99 € 269,99 € Paris Zürich 22:42 6:15 9:35 6:20 3:15 186,40 € 411,40 € 225,00 € Roma Palermo 21:32 7:45 10:30 9:40 0:50 134,85 € 175,44 € 40,59 € Santander Madrid x 23:00 5:55 9:35 7:35 2:00 142,00 € 177,56 € 35,56 € Torino Roma 23:30 5:50 8:45 6:57 1:48 102,10 € 218,27 € 116,17 € Wien Warschau 21:57 6:05 9:30 6:44 2:46 183,50 € 413,71 € 230,21 € Wien Zürich x 21:23 5:45 8:40 6:27 2:13 269,40 € 378,99 € 109,59 € Zürich Barcelona x 19:53 5:55 9:20 9:01 0:19 300,00 € 511,98 € 211,98 € Zürich Roma 23:09 6:05 9:35 9:50 0:15 272,00 € 541,90 € 269,90 €

Typical car layouts for sleeping cars (2003 and earlier)

These layout plans have been updated and are based on timetable material provided by operators. Only the most important sleeping car types have been listed. Further details on sleeping car features see chapter 9. All graphics subject to copyright by the railway operating company.

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Literature and Sources

For all other references please see text.

 .“Billigflieger Ryanair setzt den Höhenflug fort – (Ryanair continues its good performance)“ Die Welt 4.11.03  “Der Bahnmarkt bleibt ein interessantes Geschäft (railroad market is still an interesting business)” press release by Vossloh AG 4.11.2003  „ Hochgeschwindigkeitsverkehr für 19 Städte im Herzen Europas (high speed services connecting 18 cities in Europe)“ Rhealys-joint venture2003  „Brandmeldeanlagen für Schienenfahrzeuge (fire safety alarm systems for passenger cars)“ brochure by RWS GmbH Neuenhagen 2003  „Continuing Problems for Class WLABmee Sleepers“ Railvolution 3/2003  „DB AutoZug setzt Expansionskurs in schwierigen Zeiten fort (DB Autozug continues expansion despite the difficult situation)“, press release by DB AutoZug 02/2003  Bodack, Prof. Dr. Karl-Dieter „Der Tag-Nacht-Zug- ein neues Marketing-Angebot ? (The day-night-train a new marketing offer?)“ Schweizer Eisenbahn-Revue 6/1998  „Deutsche Bahn Image versus Steuerungsfähigkeit (Deutsche Bahn :image versus planning and control)“ TouristikReport 17.7.2003  „Die blauen Schlaf- und Speisewagen (the blue sleepers and dining cars)“, 1976, Alba- Verlag Düsseldorf  „Die Compagnie Internationale des Wagons-Lits am Wendepunkt (CIWL at the crossroads)“ Presseinformation der CIWL Paris 1993 Schienen der Welt August/September 1993  Stolz T. „Die internationale Strategie der SNCF(the international strategy of SNCF)“ Schweizer Eisenbahn-Revue 5/2003  „Die Lösung: RIC-Komfort-Schlafwagen (the solution: RIS comfort sleepers)“ Information der Siemens Transportation Wien, 2003  Troche, Gerhard „Efficient Night Train Traffic“Railway Group KTH Stockholm 1999  „Erstmals alle in und aus Deutschland verkehrende Nachtzüge kompakt in einer Broschüre zusammengefasst (one brochure for all night train services in Germany)“ Press release der DB AutoZug 08/03  „Fluggesellschaften vermelden Ergebniseinbruch (airlines report profit collapse)“, Die Welt, 19.11.03  „Germanwings will neue Ziele in Osteuropa anfliegen (Germanwings to fly to new destinations in Eastern Europe)“ Die Welt 23.10.03  „Hochgeschwindigkeitsverkehr zu niedrigen Kosten – Analogien und Unterschiede zu den Billigfliegern (high speed trains at low cost – analogies and discrepancies in comparion to low cost carriers)“ Vortrag G. Theunis Eisenbahntechnisches Kolloquium Darmstadt 1.8.2003  „Hotelzug Eine neue Qualität des Reisens gewinnt Kunden (hotel trains – a new quality of traveling gains new customers)“ –, Die Bundesbahn11/1990  Weigand, Werner „Innovationen im Freizeitverkehr Innovations in leisure traffic)“ Dienel/Richter/Schiefelbusch, Internationales Verkehrswesen 11/2003  Latten, Richard „Jahrbuch Europäische Eisenbahnen (annual of Euopean Railways)“ 2003 Lok Report Berlin  „Low Cost Carrier sind im Vergleich zu traditionellen Fluglinien oft teurer (low cost carriers often more expensive in comparison to other airlines) “ Carlson Wagonlit Travel Österreich Press release: – 3.12.2003  „Nachts auf den Schienen (night on rails)“ Top Themen 9 Deutsche Bundesbahn 1968  „Nadelstreifen in der Holzklasse (business suit in tourist class)“ Der Spiegel, Hamburg, 45/2003  „Netzausbau ohne Konzept (conceptless extension of networks)“ Die Welt 14.1.2004  „Neue Schlafwagen für die DB AG (new sleepers for DB AG)“ Eisenbahn-Revue 11/2003  „Ohne DB in die Gewinnzone (without DB on a profitable path)“ Bericht FVW International über GVG GmbH FVW 25.4.2003  „Reaktion from Metropolitan auf den verstärkten intermodalen Wettbewerb und erste Ergebnisse der umgesetzten Maßnahmen (reactions to strengthened intermodal competition and their first results)“ presentation during Eisenbahntechnisches Kolloquium Darmstadt 1.8.2003

 Zoebeli „Sleeperette-Wagen – ein neues Angebot im internationalen Nachtreiseverkehr (sleeperette coaches – a new offer for night trains)“, Schweizer Eisenbahn Revue 5/1993  „Sternstunde für den europäischen Nachtreiseverkehr (magic moment for night train traffic in Europe)“, Publikation der DB Nachtzug , 2003  „Swedes to carry out more railway reform“ IRJ International Railway Journal Oktober 2003  „Traumreisen im Zug (dream journey by rail)“ Die schönsten Winterziele über Nacht erreichen“ Press release der DB AutoZug 82/2003  Latten, Richard „Vom Fehmarnsund zum Nordkap (from Fehmarn belt to Nordkap)“, Schweers & Wall 1995  Gabathuler, „Waggonkonzepte für Nachtverbindungen (car concepts for night trains)“, Schweizer Eisenbahn-Revue 12/1992  „Wegweiser (signpost)“ : Frankfurter Allgemeine Zeitung vom 6.11.2003

 « Nachtverkehrswagen » Dokumentationsmappe der Bombardier Transportation GmbH „night train cars“ – documentation by Bombardier Transportation 2003  Bahnnotizen – railway news – FVW Fremdenverkehrswirtschaft International Hamburg 2003  Community of European Railways Annual Report 2002/2003, Brussels  DB AutoZug GmbH – Artikel /article Lok-Report Januar 2004  Deutsches Bahn-Adressbuch 2003/2004, Hestra-Verlag, Darmstadt  Fremdenverkehrswirtschaft, Hamburg, diverse Ausgaben / various articles  Geschäftsbericht / annual report 2002 by City Night Line AG, Zürich  Hochgeschwindigkeitszüge in Europa Broschüre / high speed train services in Europe Hrsg/editors.: UNIFE, UIC, CER 2003  Jahrbuch des Bahnwesens Nah- und Fernverkehr / railway annual (commuter and long distance passenger traffic)Hestra-Verlag 2003  Kurswagenverzeichnisse der DB AG , Jahresfahrplan 2002/2003 / through car listings by DB AG 2002/2003  La Vie du Rail- diverse Ausgaben / various articles  Sölch, Werner „Orient-Express“, Alba-Verlag Düsseldorf  Referenzliste Reisezugwagen – reference list passenger cars Siemens Transportation Wien 2003  Reisezugwagen deutscher Eisenbahnen (passenger cars of German railways), Theurich/Deppmeyer – 1988, Alba-Verlag-Düsseldorf  SBB Reisezug- und Gepäckwagen (SBB passenger and baggage cars), SBB Bern 1982  Nilsson, Lennart Svenska Person- och Motorvagnar, SJK Verlag Stockholm, 1999  Obermayer, Taschenbuch der Eisenbahnen / railway booklets vol. 1/2 Frankh Verlag 1977  Obermayer, German passenger car booklet Frankh Verlag 1978  Mertens, Trans Europ Express, 1987 Alba-Verlag Düsseldorf  Tuff, travel Connex Svmagazine by Connex Sverige AB, Stockholm, 2003  Scharf/Ernst Vom Fernschnellzug zum Intercity (from long distance express to Intercity train)– 1983, Eisenbahn-Kurier-Verlag, Freiburg (Brsg.)  Wagenpläne der (car roster and layouts) DB AG  Wagenpläne (car layouts) Siemens Transportation, Siemens SGP GmbH Wien, 2003

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