The Return of the Night Train
You should spend about 20 minutes on Questions 1–13.
AFor much of the twentieth century, overnight rail travel was a familiar feature of European transport. Passengers could board a train in one capital in the evening, sleep while crossing several borders, and arrive in another city the following morning. Yet by the early 2000s, many night-train services had disappeared. Budget airlines were expanding rapidly, high-speed daytime trains were becoming more common, and railway companies increasingly regarded sleeper services as expensive and old-fashioned. Maintaining carriages equipped with beds, showers and private compartments required more staff and specialised facilities than operating an ordinary train.
BIn recent years, however, the night train has begun to return. Several European railway operators have introduced new routes or restored services that had previously been cancelled. One reason is environmental concern. Aviation is convenient for long-distance travel, but flights generally produce more carbon emissions per passenger than rail journeys, particularly when trains run on electricity generated from low-carbon sources. Governments seeking to reduce transport emissions have therefore shown renewed interest in long-distance rail.
CEnvironmental arguments alone, however, do not explain the revival. The nature of travel itself has changed. A passenger on a night train can potentially replace both a flight and a hotel stay. Instead of travelling to an airport, waiting for departure and then finding accommodation after arrival, passengers sleep while moving towards their destination. For some travellers, this makes a journey of ten or twelve hours more attractive than it first appears.
DNevertheless, operating night trains remains complicated. Unlike daytime trains, which can often be cleaned and returned to service quickly, sleeper trains require beds to be prepared and linen to be replaced. Carriages may also travel across different national railway systems, each with its own technical standards, signalling procedures and timetables. A delay in one country can therefore affect connections hundreds of kilometres away. Furthermore, sleeper carriages occupy railway tracks during the night, when some networks carry large quantities of freight.
ETicket pricing presents another difficulty. Airlines have trained customers to expect extremely cheap fares on certain routes. A sleeper train is unlikely to compete with the lowest promotional airfares because each passenger requires considerably more space than a seated rail or airline passenger. Railway companies have responded by offering several levels of comfort. The cheapest travellers may use ordinary seats, while others choose shared couchettes, private sleeping compartments or rooms with their own bathrooms. This allows operators to attract both budget travellers and passengers willing to pay more for privacy.
FThe economics become easier when trains are heavily used. Empty beds represent lost income, so operators need reliable demand throughout the year rather than only during holiday periods. Tourism can support some routes, but business travellers are also important. For this reason, services connecting major commercial cities may be more sustainable than trains serving destinations visited mainly in summer. Operators also benefit when several national railway companies cooperate, allowing one train to serve multiple markets during a single journey.
GThe future of night trains will depend partly on infrastructure. Some governments are investing in new sleeper carriages, while others are reducing track-access charges for overnight services. Yet expansion cannot happen instantly. A modern sleeping carriage is expensive to manufacture, and railway companies may wait several years between placing an order and receiving the finished vehicles. For passengers enthusiastic about the return of night travel, this is perhaps the greatest irony: demand may be rising faster than the rail industry can provide the trains needed to satisfy it.