A sleek, deep-blue train gliding across Europe at 400 km/h. Passengers board in Helsinki and arrive in Berlin just three hours later. Freight bypasses congested motorways. New architectural landmark stations double as concert halls and cultural hubs. Welcome to Starline—a ‘metro-style’ high-speed rail vision that aims to redraw the European map.
Proposed in March 2025 by the Copenhagen-based think tank 21st Europe and Bakken & Bæck, Starline is nothing if not ambitious. It imagines 39 cities—stretching from Dublin to Kyiv, Helsinki to Lisbon—linked by a high-frequency rail system designed to resemble a metropolitan subway, only on a continental scale.
It’s fast, green, and grand in scope. But for all its imaginative flair, serious questions linger: Is this project visionary, or simply naïve?
Designing for speed, style and symbols
The pitch is seductive. Starline promises seamless, borderless travel with trains every 15 minutes at peak hours, unified ticketing, and stations designed not just for function but for beauty and identity.
Each station would be newly built on the outskirts of major cities—designed by local architects to serve as national landmarks. Inside the trains, the class system is scrapped in favour of designated zones: quiet carriages, family areas, workspaces, and cafés.
Even the energy is futuristic—entirely renewable, drawn from solar and wind, managed by a smart grid.
Security? AI-driven and biometric, with sensors and automated threat detection replacing queues and guards. The entire system would also support freight, transporting everything from medical supplies to manufacturing components, reducing short-haul flights and road congestion.
Tunnel vision: when maps ignore mountains
On paper, Starline has it all. In practice, it’s a minefield of engineering, political, financial, and logistical hurdles.
For one, the routes rely heavily on infrastructure that either doesn’t exist or may never materialise.
The plan envisions a €20 billion undersea tunnel between Helsinki and Tallinn—the world’s longest if built—and another under the Irish Sea connecting Dublin and Liverpool, plunging over 300 metres below sea level. A proposed direct line between Glasgow and Belfast quietly revives the ghost of Boris Johnson’s infamous ‘bridge to nowhere’. And the sleek line from Munich to Milan? It glosses over the Alps entirely.
The aesthetic simplicity of the metro-style map is part of the appeal—but also the problem.
It’s an abstraction, a conceptual rendering that flattens geography and complexity in favour of elegance. For passengers used to actual train schedules, border checks, and delayed interchanges, the map’s charm may fade quickly when met with European realities.
Politics on the fast track
There’s also the political elephant in the room. Starline proposes a new governance structure: a European Rail Authority that doesn’t yet exist, coordinating national operators under a centralised framework.
It suggests a franchise model—publicly funded, privately operated—and hints that national rail companies would retain control of specific routes. But it’s vague on the mechanics. How would this co-exist with entrenched systems like SNCF, Deutsche Bahn, or Renfe? What of state subsidies, labour laws, and track access rights?
Perhaps most optimistic is the suggestion of “harmonised labour agreements” across the continent. Anyone familiar with the fierce autonomy of French rail unions or Germany’s cautious approach to liberalisation might raise an eyebrow here. Cross-border ticketing is already a challenge—coordinating employment terms across 27 member states borders on fantasy.
The cost of a continent-wide makeover
Then comes the issue of cost. While the project is light on financial specifics, it clearly demands hundreds of billions in public infrastructure investment, to be overseen by an untested governance model.
Proponents cite China‘s high-speed rail boom as justification, noting urban GDP increases of over 14 percent. But Europe is not China. Planning, permitting, and building anything at scale in the European Union is notoriously slow. Projects stall for decades over environmental studies, funding disputes, or political shifts.
Even Starline’s attempt to align itself with the EU’s Trans-European Transport Network (TEN-T) is an implicit criticism. The report claims TEN-T lacks speed and ambition, and positions Starline as a corrective. But TEN-T, for all its bureaucracy, already faces criticism for overreach and inefficiency. Is a more utopian version really what Europe needs—or can handle?
A clear problem, a questionable solution
None of this is to say that the project lacks merit. Europe’s rail network is indeed fragmented, slow, and expensive. Travelling from one country to another often requires juggling multiple ticketing platforms, coping with mismatched schedules, and navigating a patchwork of incompatible services. Meanwhile, the climate emergency is pressing. Rail remains the cleanest mass-transport option, and the public appetite for train travel is growing. Something clearly needs to change.
Starline gets the diagnosis right. But its prescription is, at best, an early sketch—and at worst, a distraction from more grounded improvements that could be made today.
Instead of a new network, why not fix what already exists? Why not push for better cross-border coordination, standardised ticketing systems, and modernisation of legacy infrastructure? Starline’s focus on newness—new trains, new stations, new tunnels—risks overlooking how many of Europe’s rail problems are political and administrative, not technological.
Between ambition and reality
For now, Starline remains a concept: a beautifully rendered fantasy for a faster, greener, more unified Europe. Whether it becomes a beacon for reform or a blueprint for disappointment depends on how Europe confronts the tension between dreaming big and doing the hard work of integration.
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