Oh wow. So, I thought I just found another bat for German bashing, but it turns out we have Europe wide major problem:
Yes, they are on a remarkably similar time scale in terms of overall delay duration and current projected operational timelines. Both projects have suffered massive timeline extensions that put them roughly a decade behind their original targets. [1, 2]
The timelines align directly across several metrics:
## 1. Total Delay Duration (The ~10-Year Club)
Both projects have seen their opening dates slide backward by a very similar number of years:
* Stuttgart 21: Originally slated to open in 2019. Following a major Deutsche Bahn internal audit, full commissioning of the rail hub has been officially pushed back to December 2031, with surrounding work extending to 2033. This represents a 12-to-14-year total delay. [1, 3, 4]
* Old Oak Common (HS2): Early project iterations targeted an opening around 2026. Following a government program reset, the Department for Transport announced a revised operational window between 2036 and 2039 for the first high-speed section. This matches a 10-to-13-year total delay. [2, 5]
## 2. Current Projected Openings
If you look at when passengers will actually use these hubs, the final completion windows are nearly identical:
* Stuttgart 21: The core underground station and digital rail hub will launch in stages between 2027 and 2033.
* Old Oak Common: The station box infrastructure will continue construction into the early 2030s, with high-speed passenger services currently tracking toward 2036–2039. [1, 2, 4, 5, 6, 7]
## 3. Recent Shared Reset Windows
Both projects underwent massive, highly publicized timeline adjustments within months of each other:
* Old Oak Common (HS2): Hit by a major British government reset that acknowledged the severe delay window and ballooning costs.
* Stuttgart 21: Hit by an internal Deutsche Bahn audit revealing chaotic structural and digital planning defects, forcing leadership to scrap old deadlines and adopt an entirely new phased schedule. [1, 2, 7, 8, 9]
Would you like to compare how these delays have impacted the total financial budgets of both projects, or look at how local commuters are being affected during these extended construction periods?
[1] [https://www.railwaypro.com](https://www.railwaypro.com/wp/stuttgart-21-faces-another-major-delay/)
[2] [https://www.ianvisits.co.uk](https://www.ianvisits.co.uk/articles/hs2-delayed-to-at-least-2036-while-euston-station-is-futureproofed-for-expansion-89810/)
[3] [https://en.wikipedia.org](https://en.wikipedia.org/wiki/Stuttgart_21)
[4] [https://www.railway.supply](https://www.railway.supply/stuttgart-21-audit-pushes-opening-plan-to-2033/)
[5] [https://www.railbusinessuk.com](https://www.railbusinessuk.com/high-speed-2/2026/08/21/platforms-installed-for-technically-challenging-old-oak-common-hs2-station/)
[6] [https://www.lbhf.gov.uk](https://www.lbhf.gov.uk/transport-and-roads/hs2-and-your-community)
[7] [https://www.its-projekt.de](https://www.its-projekt.de/en/stuttgart-21-deutsche-bahn-revises-commissioning-schedule/)
[8] [https://www.hs2.org.uk](https://www.hs2.org.uk/how-were-building-the-railway/)
[9] [https://www.railwaygazette.com](https://www.railwaygazette.com/germany/2026/07/12/db-admits-significant-shortcomings-in-stuttgart-21-saga-as-revised-delivery-plan-adopted/)
That's not funny. The Germans being idiots and arrogant no mater history obviously have had to face these days of everyone using every possibility to buy elsewhere. They are assholes and don't catch their attitude issue, at all.
London instead is actually very important as it is a major carrier of European economic prosperity. The route between this Main Financial Hub and the Logistics Center in Holland is the most frequented fly way in Europe and already reaching its limits.
If we, and I am certain we won't, do not fix our strategic issues, Europe will face a major decline and quite possible harsh ending, in as soon as within a decade. By 2030 the air corridor reached its limit. The train connection only has a threshold of 35%, but is significantly slower making over night stays mandatory.
The problem is that those that managed to gain power and wealth over the world wars and continue illicit secret service operations won't give up their positions and actions without the use of violent force, because they never did.
#cyberpunkcoltoure
PS: Guess who is in major positions all over Europe? And what differs them from capable humans like me?
According to an exhaustive audit report by the [European Court of Auditors (ECA)](https://www.euronews.com/my-europe/2026/01/19/key-eu-transport-network-projects-set-to-miss-2030-targets-eu-auditors-say), major cross-border transport projects across the European Union face a staggering average implementation delay of 17 years against their initial timelines. [1, 2]
* The Delay: 20 to 25 Years [3, 4]
* Timeline Expansion: Originally scheduled to enter service in 2010, its target was pushed to 2023. Following continuous integration setbacks, auditors project it will open in 2030 at the absolute earliest, with project promoters admitting 2035 is the realistic timeframe. [3, 4]
* The Context: This project aims to connect the three Basque capitals (Bilbao, San Sebastián, and Vitoria-Gasteiz) with each other and the French border via high-speed rail. Like Old Oak Common, it has been heavily plagued by political disagreements over city center access and complex funding reviews.
## 2. The Brenner Base Tunnel (Austria to Italy Hub)
* The Delay: 16 Years [3, 5]
* Timeline Expansion: Early projections targeted an opening in 2016. Although the physical underground tunnels achieved major cross-border breakthroughs, the full hub network won't be operational until 2032 at the earliest. Compounding this, the German "Northern Approach" lines feeding into the tunnel from Munich face severe planning delays and aren't expected until 2043. [2, 3, 6, 7, 8]
* The Context: Once complete, it will be one of the longest underground rail links in the world, aiming to bypass congested alpine roads. Like Stuttgart 21, the delays stem from extreme subterranean geographic challenges and complex cross-border digital signaling harmonization. [6, 8, 9]
## 3. The Lyon–Turin High-Speed Rail Link (France to Italy)
* The Delay: 18 Years [3, 10]
* Timeline Expansion: Initially planned for a 2015 launch and later revised to 2030, the multi-billion-euro trans-Alpine project has seen its official tunnel commissioning pushed to 2033. French approach routes connecting Lyon to the tunnel entrance have slipped even further, with some analysts forecasting they may not be ready until 2045. [2, 3, 11]
* The Context: Similar to Stuttgart 21, it involves drilling a massive 57.5-kilometer base tunnel through the Alps. The project has been delayed due to intense civil protests, environmental lawsuits, and complex shared funding disputes between the French and Italian governments. [12]
## Summary Comparison Table
| Megaproject | Original Opening | Current Expected Opening | Total Timeline Delay | Main Driver of Delay
|---|---|---|---|---|
| Old Oak Common (UK) | 2026 | 2036–2039 | ~10–13 Years | Political pauses & scope resets
| Stuttgart 21 (Germany) | 2019 | 2031–2033 | ~12–14 Years | Signaling tech & construction defects |
| Basque Y (Spain) | 2010 | 2030–2035 | ~20–25 Years | Urban node planning conflicts
| Lyon–Turin Link (FR/IT) | 2015 | 2033 | ~18 Years | Geopolitical funding & protests
| Brenner Base Tunnel (AT/IT) | 2016 | 2032 | ~16 Years | Complex geology & connection delays
Would you like to examine how the European Union is funding these delayed cross-border networks, or focus on the environmental impacts causing protests on projects like the Lyon-Turin link? [11]
[1] [https://www.traffictechnologytoday.com](https://www.traffictechnologytoday.com/news/infrastructure/eus-flagship-transport-megaprojects-face-soaring-costs-and-mounting-delays-missing-2030-deadline.html)
[2] [https://blog.gettransport.com](https://blog.gettransport.com/news/eu-transport-megaprojects-challenges/)
[3] [https://www.railwaypro.com](https://www.railwaypro.com/wp/ten-t-2030-deadline-will-undoubtedly-be-missed-eca-says/)
[4] [https://europeannewsroom.com](https://europeannewsroom.com/delays-and-soaring-costs-cloud-transport-megaprojects-in-eus-drive-for-greater-cross-border-connectivity/)
[5] [https://www.eunews.it](https://www.eunews.it/en/2026/01/19/the-eu-court-of-auditors-says-no-tav-the-turin-lyon-railway-line-is-becoming-increasingly-expensive-and-behind-schedule/)
[6] [https://www.railjournal.com](https://www.railjournal.com/infrastructure/northern-approach-to-brenner-base-tunnel-faces-delay/)
[7] [https://www.autonocion.com](https://www.autonocion.com/us/brenner-pass-alps-machines-railway/)
[8] [https://www.railwaygazette.com](https://www.railwaygazette.com/infrastructure/2026/07/29/brenner-base-tunnel-main-bores-broken-through/)
[9] [https://en.wikipedia.org](https://en.wikipedia.org/wiki/Brenner_Base_Tunnel)
[10] [https://www.therailagenda.com](https://www.therailagenda.com/p/ten-t-megaprojects-costs-jump-timelines)
[11] [https://www.uirr.com](https://www.uirr.com/web-news/no-access-roads-lyon-turin-lyon-tunnel-2045)
[12] [https://cinea.ec.europa.eu](https://cinea.ec.europa.eu/featured-projects/new-alpine-rail-connection-between-lyon-and-turin_en)
Consider that Secret Services that supported the Mullahs ending the Shah and thereby liberal Iran, helped their very own drug affine, mentally challenged, arrogant and delusional people into positions full of prestige and power, but in need of actual capability.
That very people insisting of being Kings and Emperors over us, but refusing to marry among us. A few thousand years of controlled substance abuse and incest now increased by industrial medication and drug research and production finally have an impact.
I never met a German that would take the same argument from me and also not from a higher status person. Who is what matters, not what.
The next Epidemic might liberate.
#ticktack
This being said:
The five projects are ranked below in order of their overall importance to transnational trade, from highest to lowest impact:
* Trade Function: Direct freight artery connecting Northern and Southern Europe through the Alps.
* Why it ranks #1: The Brenner Pass is a notorious economic chokepoint, handling [roughly 40% of all trans-Alpine freight traffic](https://www.railbaltica.org/news/european-cross-border-infrastructure-projects-urge-the-eu-to-preserve-a-unified-transport-investment-strategy/). By replacing a steep mountain pass with a flat, low-gradient railway tunnel, it will allow significantly longer and heavier freight trains to pass between Italy, Austria, and Germany without needing extra helper locomotives. It is the absolute cornerstone of the Scandinavian-Mediterranean TEN-T corridor. [1, 2]
## 2. Lyon–Turin High-Speed Rail Link (France to Italy)
* Trade Function: Key link on the Mediterranean Corridor connecting Southwestern Europe with Central/Eastern Europe.
* Why it ranks #2: This project directly links the industrial and manufacturing powerhouses of Northern Italy (Piedmont/Lombardy) with France and the wider Atlantic markets. It is designed to remove over one million trucks from Alpine highways annually, completely reshaping the logistics and supply chain efficiency for consumer goods and manufacturing components across the French-Italian border. [1]
## 3. The Basque Y High-Speed Railway (Spain to France)
* Trade Function: Standard-gauge freight and passenger connection bypassing the Pyrenees bottleneck.
* Why it ranks #3: Historically, Spain’s unique wide rail gauge forced freight trains to halt at the French border to swap cargo or axels, adding immense time and cost to trade. The Basque Y uses standard European gauge, allowing continuous, seamless container freight transport from the industrial heart of northern Spain directly into France and the rest of Europe via the Atlantic Corridor. [1, 3, 4]
## 4. Stuttgart 21 (Germany)
* Trade Function: Regional node optimization along the Rhine-Danube European corridor.
* Why it ranks #4: While Stuttgart 21 is a massive project located in one of Germany’s most economically powerful, export-driven states (Baden-Württemberg), its design is heavily optimized for passenger transit. It helps transnational trade by increasing overall network capacity and smoothing bottlenecks on the long-distance east-west corridor, but it does not resolve a hard physical trade barrier like a mountain range or a gauge discrepancy. [5]
## 5. Old Oak Common (United Kingdom) — Lowest Impact
* Trade Function: Domestic passenger superhub.
* Why it ranks #5: Old Oak Common has virtually zero impact on transnational trade. It is a strictly domestic UK project engineered to manage high-speed passenger capacity between London, Birmingham, and the North. Because the UK's HS2 network was completely decoupled from the Channel Tunnel high-speed link to mainland Europe years ago, this hub does not process international freight or seamless cross-border European transport. [6]
Would you like to drill down into the freight capacity numbers for the Brenner Base Tunnel, or look at how the Basque Y fixes the rail gauge issue for Spanish exporters?
[1] [https://op.europa.eu](https://op.europa.eu/webpub/eca/special-reports/transport-flagships-10-2020/en/)
[2] [https://www.railbaltica.org](https://www.railbaltica.org/news/european-cross-border-infrastructure-projects-urge-the-eu-to-preserve-a-unified-transport-investment-strategy/)
[3] [https://aaeuro.com](https://aaeuro.com/the-european-mega-projects-driving-economic-change/)
[4] [https://www.eca.europa.eu](https://www.eca.europa.eu/ECAPublications/SR-2026-02/SR-2026-02_EN.pdf)
[5] [https://www.region-stuttgart.org](https://www.region-stuttgart.org/en/competences-and-tasks/s21/)
[6] [https://www.transportenvironment.org](https://www.transportenvironment.org/articles/seven-rail-megaprojects-get-more-eu-funds-than-84-other-key-upgrades-new-t-e-report)
