The Dutch rail operator Arriva plans to expand its international rail network and intends to introduce new direct connections between the Netherlands, Belgium, and France. The company announced that new trains will run from Utrecht, Amersfoort, and The Hague via Brussels to the French capital, Paris, starting in February 2028.
The planned route network comprises two main routes: One connection is planned to run from Amersfoort via Utrecht, 's-Hertogenbosch, and Breda to Paris. The second route is planned from The Hague via Rotterdam and Roosendaal to the metropolis on the Seine. Within Belgium, stops are planned in Antwerp, Brussels Airport (Zaventem), Brussels-Midi station, and Mons.
The plans call for three daily services in each direction from The Hague, while the route from Amersfoort will be served twice daily. This announcement follows previously communicated plans by the transport company for a connection between Groningen and Paris. This project, originally targeted for 2026, had to be postponed until at least 2027 due to organizational and technical delays. Arriva, a subsidiary of the Italian state railway company Ferrovie dello Stato Italiane, is the main competitor of the Dutch state railway company NS (Nederlandse Spoorwegen) in the Dutch market and already operates the so-called Three Countries Train between Liège, Maastricht, and Aachen in regional transport.
Economic and transport experts view the announced network expansion in European long-distance rail with some skepticism. The market for cross-border high-speed connections towards Paris is largely dominated by established providers like Eurostar on the affected sections. While the entry of another private operator will intensify competition, it also raises significant infrastructural questions. The allocation of the necessary train paths on the already heavily congested rail corridors in Western Europe, particularly at the Brussels and Paris hubs, is considered a regulatory hurdle. Furthermore, operation across three different power and signaling systems requires the use of expensive, multi-system rolling stock, the procurement of which, given current delivery times from the rail vehicle industry, represents a tight window until 2028.
The logistical complexity of the proposed route also warrants critical consideration. While the inclusion of intermediate stops such as Brussels Airport increases its appeal to certain passenger segments, it results in longer overall travel times between metropolitan areas compared to existing non-stop services offered by competitors. For passengers from The Hague or Utrecht, the new service offers the advantage of direct connections without the need to change trains. However, whether the operating concept can be economically viable compared to faster routes depends heavily on pricing and the reliable availability of train paths. The coming years leading up to the planned launch in 2028 will reveal whether Arriva can obtain the necessary regulatory approvals in the three participating countries in a timely manner.