Rail transport has been evolving for more than two centuries. During that time, it has incorporated technological advances that have made it one of the safest, most efficient, and most sustainable modes of transportation in the world. However, this evolution has also given rise to numerous misconceptions that, over the years, have become accepted as “facts” by many people.
Do all trains run on electricity? Is high-speed rail always the fastest option? Do autonomous trains operate completely on their own? Do safety-critical systems never fail?
As is often the case in engineering, the answer is rarely a simple yes or no.
Let’s take a closer look at some of the most common myths in the railway industry.
Myth 1: All trains are electric
False.
Although railway electrification has advanced significantly over recent decades, many railway lines still operate using other forms of propulsion.
Diesel trains continue to run in many countries, particularly on regional routes or lines where electrification is not technically or economically viable.
At the same time, alternatives such as hydrogen-powered and battery-powered trains are gaining momentum, offering lower-emission solutions for routes where installing overhead catenary systems is not the most practical option.
The future of rail transport will undoubtedly become increasingly electric, but today multiple propulsion technologies coexist to meet very different operational needs
Myth 2: Autonomous trains already operate completely on their own
True… but only in certain cases.
When people think of autonomous trains, they often imagine any railway service operating without human intervention.
The reality is much more complex.
Several metro systems have been operating for years with very high levels of automation, including fully driverless services. However, these systems operate in highly controlled environments with closed networks and conditions that are very different from those of conventional railway infrastructure.
On high-speed and mixed-traffic networks, where multiple operators, changing weather conditions, and numerous external variables come into play, automation continues to advance—but under extremely strict safety and validation requirements.
Myth 3: High-speed rail is always the fastest option
Not necessarily.
When we think about speed, we usually focus only on how quickly a train covers a given distance.
But the total travel time begins long before boarding the train and ends well after getting off.
Stations located in city centres, shorter boarding times, and reduced dependence on extensive security procedures often make rail travel more competitive than its top speed alone might suggest, particularly on short- and medium-distance journeys.
Maximum speed is only one factor in determining the overall efficiency of a trip.
Myth 4: If a system is SIL2-certified, it can never fail
False.
This is one of the most common misconceptions.
A SIL2 certification does not mean that a system is infallible.
What it guarantees is that the system has been developed using a rigorous methodology designed to reduce the probability of failure to the levels required by the applicable safety standards.
This includes comprehensive risk analysis, controlled development processes, full traceability, independent verification, and continuous validation.
In other words, functional safety does not eliminate risk—it manages it systematically.
That is precisely why certification does not end when the system enters service. Throughout its entire lifecycle, the same quality, maintenance, and control principles must continue to be applied.
Myth 5: The more technology a train has, the safer it is
Not always.
New technologies bring enormous benefits, but they also increase system complexity.
More sensors, additional communication systems, or more onboard electronics do not automatically make a train safer.
What truly matters is how all these technologies are designed, integrated, and validated to ensure they operate together reliably and safely.
In railway engineering, adding technology should never be an objective in itself. The goal is to deliver genuine value without compromising the overall reliability of the system.
Myth 6: Maintenance is simply about repairing failures
False.
A large part of railway maintenance takes place before any failure occurs.
Continuous condition monitoring, predictive maintenance, data analysis, and planned component replacement help reduce disruptions and improve fleet availability.
In recent years, digitalisation has made it possible to anticipate many maintenance activities that previously would only have been carried out after a fault had already occurred.
Engineering Is Also About Challenging Myths
Many of our assumptions about railways come from an oversimplified view of what is, in reality, an extraordinarily complex system.
Behind every journey lies a combination of disciplines including electronics, software, communications, functional safety, cybersecurity, and advanced maintenance. Most of these remain invisible to passengers, yet they are what make today’s levels of safety and reliability possible.
At Triple E, we work precisely on this less visible side of the railway industry, developing electronic solutions for safety-critical systems where every engineering decision is supported by rigorous development processes, exhaustive validation, and methodologies that ensure compliance with functional safety requirements.
Because, just like many of these myths, the most important aspects of engineering are often the ones that remain unseen.
