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Regional-Express

The Regional-Express () is a type of regional service primarily operating in , with extensions into , , and , designed to provide efficient connections between regional centers, larger cities, and long-distance networks by making fewer stops than local services. These trains function as semi-fast regional expresses, typically traveling at speeds up to 160 km/h on upgraded lines, though newer on select routes can reach 200 km/h. Introduced as part of the standardized German classification system, services emphasize reliability and accessibility for commuters and travelers covering distances of 50 to 200 kilometers. Operated mainly by (DB) and various private regional providers, RE trains form a key component of Germany's integrated network, often linking to high-speed InterCity-Express (ICE) and urban lines. Unlike long-distance trains, they do not offer onboard catering or mandatory seat reservations, instead relying on a zonal or fixed-fare ticketing model that allows flexible, hop-on access similar to a system. Vehicles commonly include single- or double-deck electric multiple units equipped with comfortable seating, luggage areas, and information displays, supporting sustainable travel with low emissions. RE services play a vital role in regional mobility, covering thousands of kilometers daily and serving as an affordable alternative to driving or flying for intra-regional journeys, with passes like the enabling unlimited use for €58 per month as of 2025. Ongoing investments in electrification and fleet modernization aim to increase frequencies and speeds, enhancing connectivity in rural and suburban areas while aligning with EU-wide rail integration goals.

Overview

Definition

The Regional-Express (RE) is a standardized category of semi-fast regional passenger rail services, primarily operating in , , , and , while analogous services exist in under the designation of regional trains. These trains form a key component of local and regional networks, designed to link urban and suburban areas efficiently without the extensive stopping patterns of slower local services. The primary purpose of Regional-Express services is to connect regional centers, larger towns, and key interchanges, serving medium-distance journeys typically spanning 50 to 200 km. By making fewer stops than (RB) or equivalent local trains, RE services achieve faster travel times, catering to commuters and travelers seeking efficient regional mobility while integrating seamlessly with broader rail systems. Official abbreviations include in and , and in and , reflecting their consistent role across these networks. In hierarchies, Regional-Express trains occupy an intermediate position, situated below long-distance (IC) services that prioritize national and connectivity, but above trains focused on denser local coverage. This positioning ensures RE services complement higher-speed options by providing accessible, semi-express regional links without requiring reservations in most cases. Typical operations involve higher average speeds and selective stopping at principal stations, enhancing overall network efficiency.

Key Characteristics

Regional-Express (RE) trains in are designed as semi-fast regional services, capable of reaching top speeds of up to 160 km/h on upgraded lines, with typical average speeds ranging from 70 to 90 km/h due to their operational patterns and constraints. Newer , such as Coradia Stream EMUs introduced in 2024, can reach 190 km/h on select routes. Certain RE services, such as the München-Nürnberg-Express, achieve higher top speeds of 200 km/h on dedicated high-speed using specialized locomotives and , establishing them as among the fastest regional trains in the country. These trains follow a stopping pattern that prioritizes efficiency by skipping smaller local stations and focusing on major regional hubs, resulting in fewer stops overall compared to services while making more frequent stops than long-distance trains. This approach allows RE trains to provide quicker connections between urban centers and surrounding areas, linking to and long-distance networks without serving every minor halt. Ticketing for trains is integrated into Germany's national fare systems, such as the Deutschland-Ticket, which offers unlimited travel on regional services including RE for a flat monthly fee of €58 (as of 2025, rising to €63 in 2026). Reservations are typically not required or available, as these are open-access regional services with fixed fares that do not vary by demand or advance booking. Passenger amenities on RE trains emphasize practical regional travel needs, including dedicated spaces for bicycles—often requiring a separate or during peak times—and ample luggage storage, but exclude luxury features like dining cars found on long-distance services. Modern RE fleets also provide onboard information displays and comfortable seating to enhance the short- to medium-haul journey experience.

History

Origins in Germany

The Regional-Express (RE) category emerged in the early 1990s amid sweeping reforms to 's rail system, driven by the need to integrate the infrastructures of the former East and West following reunification in 1990. The (DBB) and (DR), the state railways of West and respectively, faced significant financial and operational challenges, prompting the federal government to enact the Rail Reform Act (Bahnreformgesetz) in 1993. This legislation separated infrastructure management from operations, corporatized the railways into AG (DB) effective January 1, 1994, and initiated market liberalization to foster competition and efficiency. Building on pre-existing express regional services like the Eilzug (rapid train) and RegionalSchnellBahn, which had provided faster connections between urban centers since the mid-20th century, the RE was formally introduced in 1994 as part of DB's overhauled service structure. This categorization aimed to standardize medium-distance regional travel, distinguishing RE trains by their higher speeds (up to 160 km/h where allowed), fewer stops, and focus on linking major agglomerations without full long-distance amenities. The reform transferred responsibility for regional passenger services to Germany's federal states starting in 1996, enabling targeted investments and the gradual entry of private operators from 1994 onward, though dominated initial operations. Key milestones included the launch of the German Unity Transport Projects (Verkehrsprojekte Deutsche Einheit, VDE) in 1991, an initiative estimated at 56 billion Deutsche Marks (equivalent to approximately €28.6 billion) in 1991 to upgrade east-west rail links, which directly supported RE expansion by improving track capacities and . Early RE services prioritized western Germany's densely populated regions, such as the Rhine-Ruhr area and metropolitan zone, to enhance connectivity between cities like , , and , alleviating pressure on congested local lines. These developments laid the foundation for RE's role in integrating regional mobility post-reunification, with initial routes emphasizing reliable, timed services over vast distances.

International Adoption

The adoption of the Regional-Express (RE) model beyond was facilitated by policies aimed at enhancing rail and cross-border connectivity, particularly through the (TEN-T). Established under EU Regulation (EU) No 1315/2013 and revised in subsequent directives, the TEN-T promotes standardized and concepts to create a seamless system across member states, encouraging the development of efficient regional services that align with technical specifications for (TSIs) outlined in Directive 2016/797. This framework influenced neighboring countries to implement RE-like services for better integration with 's network, reducing journey times and boosting regional mobility without requiring full high-speed upgrades. In , the (ÖBB) introduced (REX) services to ensure compatibility with RE trains, particularly for cross-border routes along the shared border. This adoption allowed seamless extensions of DB services into Austria, such as on lines connecting and , supporting the TEN-T's Rhine-Danube corridor goals by standardizing stopping patterns and vehicle specifications for regional travel up to 160 km/h. The REX model, emphasizing fewer stops at key regional centers, enhanced connectivity for commuters and tourists while aligning with directives on rail liberalization post-1991. Luxembourg's state railway, Chemins de Fer Luxembourgeois (CFL), integrated Regional-Express services to create S-Bahn-like links with neighboring regions, notably extending RE routes from and in . These services, operating double-deck trains on hourly frequencies, were designed for efficient regional coverage within and cross-border access, fulfilling TEN-T requirements for multimodal hubs at . The initiative improved integration with 's RE network, promoting unified ticketing and timetables under EU interoperability standards. Following Slovakia's accession in 2004, the state operator (ZSSK) introduced Regional-Express (REx) services in subsequent years to comply with EU rail directives, including the First Railway Package (Directive 91/440/EEC) and TEN-T alignments for the /East-Med corridor. This post-accession reform emphasized faster regional connections between major cities like and , adopting the RE concept of limited stops to enhance speed and capacity on upgraded lines. The move supported EU goals for liberalized markets and standardized regional transport, drawing from the for cross-border viability. In , analogous high-speed regional services emerged in the and , influenced by rail harmonization efforts under broader cooperation, though not formally branded as RE. The introduction of SJ's tilting trains in provided semi-fast regional express capabilities on curvy tracks, achieving up to 200 km/h on lines like Stockholm-Gothenburg, mirroring RE efficiency in connecting urban centers with fewer intermediate stops. These developments aligned with EU-inspired liberalization via the 1988 Swedish rail reform and TEN-T extensions, fostering in the Nordic-Baltic region despite non-membership until later alignments.

Operations in Germany

Network and Routes

The Regional-Express (RE) network in operates nationwide, providing services across all federal states and forming a vital component of the country's system. With a focus on efficient connectivity in urban and suburban areas, the network is particularly dense in major metropolitan regions, including the Rhine-Ruhr area, Berlin-Brandenburg, and , where high population densities and economic activity drive frequent operations. Key corridors exemplify the RE's role in linking industrial and urban centers. The RE1 line runs from to Hamm, spanning approximately 218 km through and serving as a backbone for cross-regional travel in the Rhine-Ruhr metropolitan area with stops in cities like Köln, , Essen, and . Similarly, the Munich-Nuremberg Express (RE1 in ) connects München to Nürnberg over about 170 km, operating at speeds up to 190 km/h, with upgrades enabling this since December 2006 to support rapid commuter flows between these economic hubs. These routes typically feature hourly or half-hourly frequencies during peak times, emphasizing the RE's emphasis on speed and reliability over local stops. RE services integrate closely with other transport modes to enhance overall mobility. They provide direct connections to urban networks, high-speed long-distance trains at major stations, and international lines such as those extending into the or from border regions like . This supports daily commuting for millions of passengers, with DB Regio's operations (including ) carrying around 4.7 million travelers per day as of 2024, many relying on for medium-distance journeys to work or education. Recent expansions under the Deutschland-Takt initiative, initiated in the late and advancing post-2020, aim to establish nationwide hourly services on principal RE corridors through infrastructure upgrades and timetable optimizations. For instance, enhancements in and have introduced more consistent intervals and extended routes, contributing to improved accessibility and reduced travel times across the network.

Rolling Stock

Regional-Express services in primarily utilize a mix of diesel multiple units for non-electrified lines, electric multiple units for electrified urban-regional routes, and locomotive-hauled consists for high-capacity operations. These vehicles are designed to achieve speeds up to 160 km/h, accommodating higher passenger volumes while maintaining shorter stopping patterns compared to long-distance trains. The fleet emphasizes reliability, , and , with many units featuring modern amenities like , wheelchair access, and information systems. Diesel multiple units, such as the DB Class 612, are deployed on unelectrified routes to provide efficient, tilting-train performance on curvy tracks. Built between 1998 and 2003 by (later Bombardier), the Class 612 is a two-car diesel-hydraulic unit with a maximum speed of 160 km/h and an 8-degree tilt mechanism to reduce travel times by up to 30% on winding lines. Each set measures 51.7 meters in length, weighs approximately 116 tons, and offers 146 seats powered by two QSK19-R engines delivering a combined 1,125 kW. With 192 units produced, these trains replaced older locomotive-hauled formations on many regional express services, enhancing operational flexibility. Electric multiple units like the DB Class 425 and 426 form the backbone of services on electrified lines, particularly in densely populated areas. Produced from 1999 to 2010 by a consortium including Siemens, Bombardier, and DWA, the four-car Class 425 operates at up to 160 km/h with a power output of 1,600 kW from four motors, spanning 67.4 meters and seating 206 passengers. The shorter two-car Class 426 variant, introduced in 2001, provides 800 kW and 100 seats for lower-demand routes, both units compatible with 15 kV 16⅔ Hz AC overhead lines. These single-level EMUs include features such as multi-level entry doors for platform compatibility and onboard toilets, supporting frequent urban-regional express runs. Locomotive-hauled trains, often consisting of double-deck cars, handle high-volume Regional-Express lines where modularity allows for varied formations. The DB Class 146, a variant of the Bombardier Traxx family built in 2001–2002, pulls these consists at 160 km/h with 4,200 kW continuous power from its AC electric traction system. Comprising 31 units at 84 tons each, the Class 146 features push-pull controls and is paired with Bombardier double-deck coaches offering up to 500 seats per five-car set, ideal for peak-hour capacity on electrified corridors. On select faster routes, such as those integrating with mainline infrastructure, formations may incorporate InterCity-standard cars for enhanced comfort, though primarily configured for regional stopping patterns. Fleet modernization efforts since the 2010s have focused on replacing aging stock with greener alternatives. A key shift involves transitioning non-electrified lines to hydrogen-electric trains by the , building on pilots like the Alstom Coradia iLint (27 units delayed to full deployment in 2026) and Siemens Mireo Plus H for Bavarian networks; however, as of 2025, the RMV's iLint fleet in has faced technical issues, leading to temporary use of diesel trains through the year for upgrades. These zero-emission units, with ranges over 1,000 km on a single refuel, aim to decarbonize approximately 20% of diesel-dependent regional services while maintaining 140 km/h speeds.

Operators and Liberalization

The primary operator of Regional-Express services in is , a of Deutsche Bahn AG, which holds approximately 62% of the in regional and local passenger based on contracted services in 2023. manages the majority of these services through public tenders awarded by regional transport authorities (Verkehrsverbünde), often integrating Regional-Express routes into broader networks across states like and . The liberalization of Germany's rail market began with the 1994 Rail Reform Act (Bahnreformgesetz), which separated infrastructure from operations and opened regional passenger services to competition, aligning with EU Directive 91/440/EEC. This reform enabled private companies to enter via state-level tenders, leading to entrants such as National Express Germany, which operates lines like the RE1 and RE11 in the Rhein-Ruhr-Express network until 2033; VIAS Rail, handling cross-border RE19 services between Düsseldorf and Arnhem; and WestfalenBahn, which runs Regional-Express routes in North Rhine-Westphalia and Lower Saxony under contracts awarded to its parent BeNEX since 2024. Earlier private players like Abellio exited in 2021 amid financial difficulties, with its contracts reassigned to competitors including DB Regio and VIAS. Tenders for Regional-Express operations are conducted at the state () level, typically lasting 10 to 15 years to allow for investment recovery, and are governed by EU Regulation 1370/2007, which promotes efficiency through competitive bidding. The Fourth Railway Package reinforced this by mandating open tendering for contracts by December 2023, resulting in private operators capturing about 38% of contracted services by emphasizing cost reductions and service improvements. In 2023, regional authorities contracted 751 million train-kilometers, with 27 contracts awarded competitively, fostering a market where private bids have driven innovations like integrated ticketing on key corridors. The 2020s brought challenges to this liberalized framework, including operator insolvencies exacerbated by the , which slashed passenger volumes by up to 90% in 2020 and strained contract finances. Abellio's 2021 insolvency proceedings, triggered partly by pandemic-related losses, led to emergency re-tendering in , disrupting services temporarily. Broader effects included delayed tenders and government aid extensions, with non-DB operators reporting 15% growth in transport performance by 2023 but facing rising insolvencies amid economic pressures, highlighting vulnerabilities in the tender-based model.

Regional-Express in Other Countries

Austria

In Austria, Regional-Express (REX) services are operated exclusively by the Austrian Federal Railways (ÖBB), the state-owned national rail operator. These trains provide semi-fast regional connectivity, stopping at selected stations in larger towns and cities to facilitate efficient travel beyond urban commuter networks. REX lines form a key part of ÖBB's regional offerings, integrating with S-Bahn and local trains to cover both urban outskirts and inter-regional corridors. Prominent REX routes include the , which links to destinations in , such as the service from Hauptbahnhof to Wien , serving commuters and travelers along the eastern rail network. In the western alpine areas, the Salzburg-Innsbruck corridor incorporates REX operations, notably from to Landeck-Zams and from to , supporting connectivity through Tyrol's mountainous landscapes. These routes emphasize reliable service in challenging terrain, with schedules coordinated to align with broader timetables. REX trains achieve maximum speeds of up to 160 km/h, utilizing modern electric multiple units like the for electrified sections. Cross-border integration is enhanced through ÖBB's cooperation with , enabling seamless ticketing and through-journey options for passengers connecting to German Regional-Express services. A of Austrian REX operations is their adaptation to alpine environments, where diesel multiple units, such as Desiro variants, operate on non-electrified lines in rugged, mountainous areas to maintain service continuity. This approach ensures accessibility in regions like , prioritizing environmental suitability and operational flexibility amid varied topography.

Luxembourg

In Luxembourg, Regional-Express (RE) services are operated by the national railway company, Chemins de Fer Luxembourgeois (CFL), in close cooperation with (DB) for cross-border operations, a partnership that has facilitated integrated RE services since the early 2000s to enhance regional connectivity. CFL manages the domestic segments, while DB handles extensions into , ensuring seamless ticketing and scheduling under the RE designation, which features fewer stops than standard regional trains for efficient travel. Key RE routes connect to in (approximately 50 km) via Wasserbillig and to in (about 60 km) via Bettembourg and , forming vital binational corridors that support the country's compact rail network. These lines are integral to the ongoing S-Bahn Luxembourg extension project, which aims to upgrade infrastructure for higher capacity and integration with urban and cross-border services. Distances are typically under 100 km, with services operating hourly during peak periods and up to every 30 minutes in high-demand hours, all on a fully electrified network that promotes sustainable commuting. These RE services cater primarily to over 100,000 daily cross-border workers, particularly from France and Germany, who rely on rail for employment in Luxembourg's financial and industrial sectors. The introduction of free public transport nationwide, including all CFL trains, on March 1, 2020, has significantly increased ridership by eliminating fares for residents and visitors, thereby boosting usage on these routes and contributing to reduced road congestion.

Slovakia

In Slovakia, the Regional-Express (REX) service is operated by Železničná spoločnosť Slovensko (ZSSK), the state-owned passenger railway company responsible for domestic and cross-border transport. Introduced around 2010 as part of efforts to align with standards following Slovakia's 2004 accession, REX trains function as semi-fast regional services that skip minor stations to provide quicker connections between major urban centers. These trains cater to commuter and inter-regional travel demands, utilizing a mix of older compartment-style coaches and modern open-plan vehicles equipped with air-conditioning and power outlets. Key REX routes span the country's primary rail corridors, including the Bratislava–Trnava–Žilina–Košice line, which forms the backbone of Slovakia's east-west connectivity over approximately 500 kilometers. International extensions link to in via REX services coordinated with , and to in the through integrated regional operations. These routes emphasize efficient regional links, with typical journey times reduced by non-stop patterns at smaller halts, supporting daily commuting and . REX trains achieve maximum speeds of up to 160 km/h on electrified and upgraded sections, enabled by post-accession modernizations funded through cohesion funds, such as the Púchov–Žilina track renewal project. These enhancements, part of broader TEN-T network improvements, have increased line capacities and reliability since the mid-2000s. In the 2020s, ZSSK has pursued further growth via -supported tenders for new , including double-deck electric multiple units from Stadler, to expand services and introduce more frequent intervals, such as aiming toward hourly departures on high-demand corridors like –. The December 2024 timetable update, for instance, added nine daily REX pairs on select regional lines, reflecting ongoing investments in frequency and fleet renewal.

Sweden

In Sweden, regional express train services are not formally branded as Regional-Express but are operated as "regional trains" with distinct regional branding, such as for cross-border services in the Öresund region, Mälartåg for the Stockholm-Mälaren area, and for southern Sweden routes connecting cities like , , and . These services are primarily managed by the state-owned in collaboration with regional public transport authorities, including Skånetrafiken for southern routes and Mälardalstrafik for central areas, while private operators like MTR Nordic have entered the market since the mid-2010s, handling commuter and regional lines in the region until recent contract shifts to entities such as Sweden in 2024. For instance, directly operates Krösatågen under a collaborative agreement with multiple county authorities. The trains typically achieve higher speeds of 180-200 km/h on upgraded or dedicated tracks, facilitating inter-regional connections such as the link between and or Mälartåg services from to and beyond. These services emphasize efficient regional mobility, with electric multiple units like the X31K for offering capacities up to 687 seats when coupled and features including and accessibility accommodations. A distinctive feature is the integration of SJ's X2000 tilting trains, which enable 200 km/h operations on curved conventional lines for select regional routes, enhancing speed without extensive overhauls. Sweden's regional fleets prioritize through predominantly electric , aligning with national goals for fossil-free ; for example, SJ's operations rely on sources to power their trains, contributing to reduced emissions in regional travel. These services loosely align with Central Regional-Express concepts by focusing on accelerated inter-regional links.

Comparisons with Related Services

Versus Regionalbahn

The Regional-Express (RE) and Regionalbahn (RB) represent two tiers of service in , with the RE positioned as a faster option for broader compared to the more localized RB. The primary distinction lies in stop frequency: RE trains call at fewer stations, typically skipping smaller or less significant stops to prioritize regional centers and larger towns, whereas RB trains halt at every station along their route to ensure comprehensive access to local communities. This selective stopping pattern on RE services enables notably quicker journeys, often achieving average speeds of 70–90 km/h due to reduced dwell times and uninterrupted running between key points. In terms of distance suitability, trains are optimized for medium- to longer-range inter-town travel, commonly spanning 100 km or more to link multiple regions efficiently, while services focus on shorter suburban and local routes under 50 km, serving as feeders to urban centers and their immediate hinterlands. Both categories share operational similarities, including integrated ticketing through the national system, where passengers can use the same regional fares, day tickets, or the Deutschland-Ticket without reservations, promoting accessibility across local and regional networks. A representative example illustrates these differences on the scenic line (West Rhine Railway). An RE train covers the approximately 140 km from Köln Hbf to Hbf in about 1 hour 45 minutes by limiting stops to major stations like , , and Bingen, allowing for a more streamlined passage through the UNESCO-listed landscape. In contrast, an RB service on the same route, stopping at all intermediate stations, extends the journey to over 2 hours, emphasizing local accessibility over speed.

Versus Interregio-Express

The (IRE) and (RE) both form part of Deutsche Bahn's services, but they differ primarily in their operational focus and service characteristics within Germany's rail network. Both IRE and RE skip intermediate stations for efficiency, with the IRE often applied to longer inter-regional routes spanning approximately 200-400 km, such as the Hamburg-Berlin line covering 289 km, while the RE covers standard regional distances generally under 200 km. Both typically operate at top speeds up to 160 km/h, with newer on select routes reaching 190 km/h. Branding and operations for the IRE have evolved unevenly, with the service introduced in the early as an evolution of the discontinued concept to fill mid-range gaps in the network; it remains operational but limited to specific federal states like , , and the Hamburg-Berlin corridor, where it has seen partial phase-outs and revivals amid regional tendering. The , however, enjoys broader nationwide deployment for everyday regional , operated consistently by and other providers without the same geographic restrictions. Overlaps occur in corridors where both services run parallel, sometimes leading to route reclassifications from to IRE for enhanced express characteristics. The IRE primarily targets passengers undertaking longer commutes between regions, such as inter-city workers or travelers avoiding long-distance supplements, and neither IRE nor requires seat reservations, though optional reservations are available on some services. In comparison, the caters to short- to medium-distance users, including daily local commuters, with no mandatory reservations and emphasis on seamless integration with and bus services for urban-rural access.

Versus S-Bahn

The Regional-Express (RE) and represent distinct tiers of Germany's rail network, with the RE focused on regional connectivity and the optimized for urban and suburban commuting. While both services are operated primarily by and share electrified infrastructure, their operational scopes diverge significantly in terms of distance, speed, and integration into daily travel patterns. S-Bahn systems serve dense metropolitan areas, providing high-frequency transport within cities and their immediate suburbs, often covering distances of 20-40 km from urban cores. For instance, the operates as a and radial , with peak-hour frequencies as short as 5-10 minutes on core sections, enabling seamless intra-city mobility akin to a surface . In contrast, RE trains target longer regional routes, typically spanning 50 km or more to link suburbs, towns, and cities, emphasizing efficiency over ultra-high frequency; services often run hourly or based on demand, with average speeds of 70-90 km/h and fewer intermediate stops to prioritize quicker journeys. Integration strategies further highlight their complementary roles: S-Bahn networks feature high-frequency loops and cross-city corridors that facilitate rapid transfers within urban zones, often using dedicated signaling for tight headways. RE services, however, emphasize through-routing on broader networks, connecting regional areas directly to urban hubs without the need for multiple changes, though they may operate on demand-driven schedules outside peak times. Both rely on 15 kV AC , but RE trains predominantly utilize mainline tracks shared with long-distance services, allowing higher top speeds up to 160 km/h, whereas S-Bahn lines incorporate urban-specific infrastructure like dedicated tracks, tunnels, and viaducts to maintain frequency in congested areas. In overlapping zones, such as around Munich, RE lines often feed passengers into the network at key interchanges like , enhancing overall regional access by bridging longer-distance arrivals with local distribution. This integration supports efficient multimodal travel but underscores the RE's role as a connector rather than a high-capacity urban carrier.

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