Liberec Region Selects 160 km/h Trains for Pardubice Routes

The Liberec Region has rejected used diesel trains in favor of new 160 km/h hybrid units for the Liberec-Pardubice route. Aiming for a 2029 launch, the region seeks to modernize connectivity and pressure the state to complete rail electrification, replacing the aging fleet currently operated by Arriva.

For too long, the rail connection between Liberec and Pardubice has been a relic of the past. In a startling indictment of current infrastructure, travel times on this route have degraded to the point where they are slower than the steam-powered journeys of the First Republic. Passengers now spend nearly three hours in transit—a logistical failure that the Liberec Region is finally moving to rectify.

The decision is a hard pivot away from “second-hand” solutions. Although regional councilors considered shorter contracts for used diesel units, the conclusion was clear: running ancient diesel trains alongside modern express services is a strategic dead end.

“It makes no sense for old diesel units to run alongside new express trains. At the same time, at least partial electrification is necessary,” explained Governor Martin Půta.

This isn’t just about new paint and cleaner seats. It’s about a fundamental shift in how the region views its economic arteries. By demanding new units capable of 160 km/h, the region is effectively forcing the hand of the national government, which has historically failed to electrify the critical stretch between Jaroměř and Liberec.

The technical blueprint for this upgrade mirrors the “Minideal” operational set won by RegioJet in a ministerial competition. The region is eyeing the BEDMU units produced by Škoda Group. These are not traditional trains; they are hybrid powerhouses combining traction electricity, battery power, and diesel aggregates. This versatility allows them to operate on electrified tracks while bridging the gap on the “dark” sections of the line where the state has failed to install overhead wires.

The lack of state-led electrification creates a complex environment for regional planners. Navigating these gaps requires sophisticated infrastructure engineering firms to ensure that battery-diesel transitions do not become new bottlenecks in the schedule.

The Cost of Inertia: A Comparison of Eras

The current state of the line is more than a nuisance; it is a systemic failure. The following table outlines the transition from the current stagnant reality to the region’s 2029 vision.

The timeline is aggressive but necessary. The tender for the new operator is scheduled for June 2026, with the winner expected to initiate operations in 2029. Securing a 15-year commitment provides the stability needed for the operator to invest in these high-spec hybrid fleets.

However, new trains cannot magically fix broken tracks. The physical infrastructure remains the primary antagonist in this story.

“The fundamental problem is between Turnov and Liberec, where the track is very slow; to speed it up, it would practically have to be built again,” notes transport expert Jiří Mužík.

This admission highlights a brutal reality: while the Liberec Region can buy the fastest trains available, they are still at the mercy of Správa železnic (the Railway Administration) and their willingness to modernize the permanent way. The region is using the procurement of these new trains as a political lever, signaling that they will no longer accept a “diesel-only” future.

For the businesses and municipalities along the Liberec-Jaroměř-Pardubice corridor, this shift represents a potential economic windfall. Faster transit times mean better labor mobility and increased tourism. Yet, the transition to hybrid technology and the associated long-term contracts introduce new legal complexities. Municipalities and regional bodies are increasingly relying on transportation law specialists to ensure that these 15-year agreements contain sufficient protections against state delays in electrification.

The region’s strategy is clear: stop patching a sinking ship with used parts. By insisting on BEDMU-style hybrid technology, Liberec is future-proofing its transit. If the state finally electrifies the line, the trains are ready. If the state continues to stall, the batteries and diesel aggregates ensure the region isn’t left standing still.

The struggle in Liberec is a microcosm of a larger European trend: the fight to move away from carbon-heavy diesel without waiting for the glacial pace of national infrastructure projects. The region has stopped asking for permission to modernize and has instead started buying the tools to do it themselves. Whether the tracks can actually handle 160 km/h remains the million-euro question, but the era of the “used diesel” is officially over. As these complex hybrid contracts and infrastructure demands evolve, finding verified regional planning consultants will be the only way for local governments to ensure these promises actually materialize on the platform by 2029.