GoVolta launches first Amsterdam-Berlin and Amsterdam-Hamburg services on 19 March

After two years of planning and delays, GoVolta is set to launch its first international train services on Thursday 19 March 2026, connecting Amsterdam in the Netherlands with Berlin and Hamburg in Germany. The new routes mark the company’s entry into the competitive European rail market, offering travellers an alternative to existing operators with a focus on affordability and comfort.

GoVolta will operate three weekly services between Amsterdam and Berlin, and three between Amsterdam and Hamburg, starting 19 March. The initiative, led by Hessel Winkelman and Maarten Bastian, aims to attract passengers who might otherwise avoid train travel due to cost. Tickets start at just €10, with a promotional cap of €35 for one-way second-class journeys booked before 15 December.

The Amsterdam-Berlin route introduces daytime competition to a connection currently dominated by Nederlandse Spoorwegen (NS) and Deutsche Bahn (DB), which operate seven daily services. GoVolta’s trains will also compete with the European Sleeper night train. On the Amsterdam-Hamburg route, GoVolta offers the first direct connection, as NS and DB services require at least one transfer.

Comfort over cost-cutting

While GoVolta’s fares are lower than those of established operators, the company distances itself from the ‘low-cost’ label. “Comfort is our priority,” said Winkelman during a press event in Breda. Each train includes a standard restaurant car, referred to as the Lounge, where passengers can purchase drinks and light meals. 

The fleet consists of thirteen refurbished I10 carriages, originally built in the 1980s for Belgian operator NMBS / SNCB. These carriages, though lacking air conditioning, have been updated with GoVolta’s branding and seating arrangements that include both economy and comfort classes.

The company has also introduced the XL Duo Seat option, allowing passengers to book the opposite seat for extra space and a guaranteed forward-facing position. However, baggage rules are stricter: while two pieces of hand luggage are included, large suitcases incur an additional fee.

Timetables and reliability

GoVolta’s timetables are designed with buffer time to improve punctuality. The first Berlin-bound train departs Amsterdam Central at 08:34, arriving in Berlin at 15:09 after stops in Amersfoort, Deventer, Hengelo, Bad Bentheim, Osnabrück, and Hanover. 

The return service leaves Berlin at 16:10, arriving in Amsterdam at 23:55.

For Hamburg, the first train departs Amsterdam at 08:04 on 20 March, stopping at Bad Bentheim and Bremen before arriving in Hamburg at 13:26. The return service leaves Hamburg at 14:21, arriving in Amsterdam at 20:26. 

While the travel time to Hamburg is comparable to existing services, the Amsterdam-Berlin journey is longer, taking 6 hours and 35 minutes; over an hour more than NS/DB’s fastest options.

Winkelman emphasised that the extended schedule is intended to ensure reliability, a priority for the company as it establishes its operations.

Partnerships and future plans

GoVolta’s launch follows a period of financial uncertainty, after Rabobank withdrew its support. The company secured a strategic partnership with Keolis, a subsidiary of SNCF, which provides traction in the Netherlands and Germany. 

Maintenance is handled by Brouwer Technology.

Looking ahead, GoVolta plans to expand its services. Daily trains to Berlin and Hamburg are expected this summer, and an Amsterdam-Paris connection is slated for December 2026. The company is also exploring routes via Ghent in Belgium, with potential stops in Haarlem, The Hague, Rotterdam, and Roosendaal in the Netherlands.

Industry scepticism

Independent railway commentator Jon Worth has expressed reservations about GoVolta’s model. “The idea of charging a premium to sit next to your travel companion feels off,” he said, comparing it to a “Ryanair-train” approach. 

Worth also highlighted issues with the company’s website, including an unusual language setup and confusing timetables. He noted that the Berlin service appears to take an indirect route, adding significant travel time, and questioned the practicality of using 1980s carriages without air conditioning.

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