Dan Kurucz is Alstom’s Managing Director for the Czech Republic and Slovakia. Alstom has a long-standing presence in the Czech Republic and a significant base here, notably its manufacturing plant in Česká Lípa. He explains why modern railways must focus not only on new rolling stock, but also on their overall costs, maintenance, and integration with the infrastructure.
Regions are currently working intensively on the renewal of regional and commuter trains. In your view, what determines whether a new train will actually improve passengers’ daily lives?
Passengers get to know a train through everyday use. The decisive factors are comfort, the quality of the seats, charging facilities, Wi-Fi connectivity, the information system, and the overall impression of the interior. The actual feel of the ride is also important. Passengers may not be concerned with technical details, but they will notice if the train sways, vibrates or is noisy. This depends partly on the condition of the track, but the vehicle itself, particularly the chassis, also has a significant influence. This is an area to which Alstom pays close attention.
Where does a conventional electric multiple unit make the most sense in Central European conditions, and where do battery-powered trains and hydrogen-powered trains fit in?
A conventional electric multiple unit makes the most sense on busy routes with frequent services. This is where electrification really pays off. A battery-powered train is suitable where the majority of the route runs under overhead lines and connects to a shorter non-electrified section. The train runs on electricity, recharging as it goes, and can cover the section without overhead lines on battery power. This means it is not necessary to electrify every short section. Hydrogen, on the other hand, makes more sense on long non-electrified lines. If the section without overhead lines is long, even a short electrified section is not enough for a battery-powered train to recharge quickly. It is therefore always necessary to assess the line as a whole, not just individual sections.
Rail freight transport is responding to demands for greater efficiency, interoperability, and cross-border operations. What role do Traxx locomotives play in this transformation, and what do operators expect from a modern locomotive today?
Flexibility is essential in freight transport today. A multi-system locomotive does not just mean the ability to run on different power supply systems in different countries. It is also important that it can handle operations on both electrified and non-electrified sections. This is precisely what the Traxx delivers. It combines high performance, tractive power, modularity, and a service model. For operators, it is important how heavy a train the locomotive can pull, how many locomotives are required, and how reliably it can handle operations in different countries and conditions. If a smaller number of locomotives is sufficient for a given transport capacity, this increases operational efficiency. Even seemingly minor details are important. The Traxx has a cab designed to give the driver a good view, including a side window. Being able to look to the side simply by turning one’s head, rather than having to move one’s whole body, is both more comfortable and safer.
Increasingly, the focus is not just on the supply of vehicles, but on the product as a whole, including long-term maintenance. How does this model change the relationship between the manufacturer, the operator, and the transport client?
This change means that the manufacturer is not just a vehicle supplier. They become a long-term partner who must address how the train or locomotive will function throughout its entire service life. Nowadays, it is no longer enough to look solely at the purchase price. Service, maintenance, the availability of spare parts, reliability, and overall operational availability are also important. The operator needs the vehicle to be running. If it is sitting in the depot, it brings no value. In freight transport, this is even more critical, as the locomotive must cope with heavy workloads, cross-border operations, and varying operating conditions. That is why the service model is an integral part of the product, not just an add-on.
Autonomous trains and a transport system for Lines C and D of the Prague Metro are also being developed. What advantages does an autonomous metro offer, and how complex is it to implement automation on the existing Line C?
The autonomous metro is the future of urban transport. It will bring greater comfort and smoother operations for passengers. For the city and the operator, it means better transport management and the ability to respond to growing demand. With a new line, automatic operation can be prepared from the outset. With Line C, it is more complicated because modernisation must take place whilst the line is in operation. Work can mainly be carried out when the metro is not running, and, at the same time, the system must be configured so that trains with drivers can run in parallel for a certain period. It is not just about the trains themselves. We also need to address safety, traffic control, communication, and platform barriers, as an automated train stops at a precisely designated point.
In your opinion, how should the Czech Republic prepare for the high-speed rail project so that these lines become a truly functional part of the rail system?
With high-speed lines, it is necessary to think about the entire system. It is not enough to build the line and buy the trains. It must be clear where the trains will be based, where they will be serviced, how they will connect with other transport, and how the railway hubs will function. It is precisely these hubs that are crucial. If a high-speed train arrives at a location where connections do not work or where a capacity problem arises, part of its benefit is lost. It is also important to harmonise different speeds. If trains travelling at 320 kilometres per hour operate within a single system alongside significantly slower services running at around 200 kilometres per hour, this can cause delays. High-speed rail must therefore be an integral part of the entire network, not an isolated project.
Thank you for the interview.
