The Italian state railway group Ferrovie dello Stato Italiane (FS), better known under its brand name Trenitalia, is considering a major expansion into Germany’s long-distance rail network with a fleet of around 50 high-speed trains, a move that could introduce the first large-scale competition for Deutsche Bahn on its home market.
The plan, confirmed by FS CEO Stefano Donnarumma in an interview with Handelsblatt at the end of October 2025 would extend the company’s presence in Germany beyond its existing regional and freight operations. Through subsidiaries Netinera and TX Logistik, FS already runs regional and cargo services in 14 German federal states. It also intends to introduce cross-border trains between Milan in Lombardy and Munich in Bavaria by December 2026, with potential extensions to Berlin in the future.
The company is now exploring a further step into Germany’s high-speed passenger network. The initiative remains in an early, exploratory phase, with FS in contact with infrastructure operators and regulatory authorities. If the plan proceeds, it would make FS the first foreign operator to challenge Deutsche Bahn in Germany’s long-distance high-speed market.
Industry speculation about an Italian entry has circulated for months, particularly after Netinera launched a tender for 50 high-speed trainsets in May. Donnarumma’s confirmation marks the first public acknowledgment of the project, although no investment figures have yet been disclosed.
Transport economist Christian Böttger, of the Berlin University of Applied Sciences for Economics and Technology, noted that Germany, as Europe’s largest rail market, is naturally attractive to competitors. However, he also pointed out that enthusiasm for an Italian entry may be limited, since Italy itself has been criticised for protecting its domestic rail market from foreign competition through restrictive technical standards.
Despite potential competition, FS maintains a cooperative relationship with Deutsche Bahn and regularly participates in European discussions on regulation and technology.
Donnarumma has expressed support for a system of tiered track access charges—with lower fees for less profitable routes—and for clear rules preventing price dumping or other market distortions. However, the biggest challenge remains finding available capacity for the Frecciarossa 1000 high-speed trains on Germany’s already congested network.
According to Böttger, many of Germany’s most profitable routes are near saturation, with major junctions heavily overburdened. Without significant network expansion, new operators might be forced to use secondary stations instead of main city terminals—for example, running between and Munich-Pasing rather than between the central stations.
Expansion across Europe
FS’s ambitions extend beyond Germany. In addition to its domestic Trenitalia Frecciarossa operations, the company has expanded into Spain and France. It already links northern Italy with Switzerland, Germany, Austria and France, which FS considers a strong foundation for further European growth.
In Spain, FS operates through the consortium Iryo, using 20 Frecciarossa 1000 trains that provide 65 daily connections between 11 cities. Since its launch in November 2022, Iryo has carried more than 17.5 million passengers and achieved a 25 percent market share.
In France, FS—through Trenitalia France—has competed with SNCF since December 2021, offering services such as Milan–Paris and Paris–Marseille. Around three million passengers have used these trains in the first three years of operation.
Channel Tunnel
In the United Kingdom, FS faces setbacks due to the re-nationalisation of parts of the rail network and the recent loss of a bid to run services through the Channel Tunnel in competition with Eurostar. The company is nevertheless seeking other opportunities to introduce its Frecciarossa 1000 to the UK by 2029.
Towards a ‘European Metro’
Donnarumma has also advocated for a continent-wide high-speed rail network connecting Europe’s major cities, which FS informally refers to as the ‘European metro’. If FS succeeds in entering the German market, it hopes to play a central role in developing such a network.
He envisions a truly European project, both in branding and operation—potentially financed with EU funds and realised through collaboration among multiple railway companies, combining European technology, expertise and investment.
Transport economist Andrea Giuricin of the University of Milan-Bicocca believes FS is in a strong position to expand, citing its stable domestic performance and the current challenges facing Deutsche Bahn. He described this as the ideal moment for new entrants and noted that increased competition would primarily benefit passengers.
Competition as a catalyst for improvement
FS is familiar with competitive markets. Italy became the first country in the world to open its high-speed network to rival operators in 2012, when Italo entered the market and ended Trenitalia’s monopoly. Despite early friction, the competition led to improved service quality and modernisation across the network.
Donnarumma has acknowledged that initial competition was difficult for Trenitalia’s leadership but ultimately beneficial. Italian high-speed trains today are more modern and comfortable, staff are younger and better trained, and safety standards at stations and on trains have improved. He believes similar progress could occur in Germany, as competition typically drives higher service standards and innovation.
French rivalry on the horizon
While FS looks to expand into Germany, it is also preparing to face new competition at home. From next year, France’s SNCF will operate 15 high-speed trains in Italy, becoming the first foreign operator on the Italian high-speed network.
Donnarumma has welcomed the move, saying that additional operators could help broaden the range of services available to passengers who may not currently be well served.
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