Enrico Letta is president of the Jacques Delors Institute and a former prime minister of Italy. Pascal Lamy is vice-president of the Paris Peace Forum and a former European commissioner for Trade. Kolinda Grabar-Kitarović is co-chair of the Global Preparedness Monitoring Board and a former president of Croatia. They are all members of the Governing Board of the new Jacques Delors Friends of Europe Foundation. For too long, the European project has been treated like an à la carte menu. Leaders cherry-pick advantages, blame Brussels for the compromises they’ve accepted, and leave citizens to bear the consequences of watered-down decisions and years-long delays. This habit of the political dodge, of agreeing in public and unraveling at home, has dented public trust, and it must stop. By 2028, Europe must complete the single market — not in slogans but in the concrete areas that shape everyday life, like energy, telecommunications, savings and investments, and the free circulation of knowledge and innovation. A real single market in these fields will deliver tangible benefits for citizens: Harmonized energy markets mean cross-border trade of electricity and gas, stabilized supplies and lower bills when markets work properly. Unified telecoms will reduce roaming and domestic price monopolies, improve service and widen access. Integrated capital markets will give savers better returns, channel funds to growing firms and make loans cheaper for small businesses. And removing barriers to research and data flows will allow students, scientists and entrepreneurs to collaborate and scale up without coming up against national borders. In short: more choice, lower costs, better opportunities and faster innovation. Alongside these priorities, Europe must also adopt what Enrico Letta and others call the “28th regime” — a mechanism that allows individuals and businesses to operate under uniform EU standards when national rules obstruct progress. Voluntary pioneers shouldn’t be hostage to vetoes from lone capitals. Where national foot-dragging denies benefits to citizens elsewhere, European law should offer an alternate path to deliver those benefits. This is about fairness and security. The fragmented status quo leaves households overpaying for energy, students facing unequal digital access and entrepreneurs boxed into tiny domestic markets. It also weakens Europe geopolitically: Fragmented energy systems increase vulnerability to hostile suppliers; disjointed capital markets amplify financial shocks; and splintered telecoms and digital rules hamper our ability to control critical infrastructure and data flows. Deadlines force choices and sharpen political will — without them, the default remains delay. Europe’s leaders thus need to set a clear, nonnegotiable deadline to complete the single market in energy, telecoms, capital and knowledge by 2028. And here are the concrete steps they must take: First, they must institutionalize the fifth freedom — the free circulation of knowledge and innovation — by removing regulatory barriers to research collaboration, data exchange, university partnerships and mobility for knowledge workers. Next, they need to adopt EU-wide rules where national governments block progress. Activating the 28th-regime concept will allow willing member countries and their citizens to benefit, even if one or two vetoers refuse to move. Then, break energy silos by fast-tracking cross-border interconnectors, harmonizing grid and wholesale market rules, and prioritizing joint procurement to prevent costly duplication. Also, unify telecoms by eliminating burdensome national licensing, promoting Pan-European operators, and creating a regulatory environment that rewards competition and coverage. Europe’s leaders thus need to set a clear, nonnegotiable deadline to complete the single market in energy, telecoms, capital and knowledge by 2028. | Thierry Monasse/Getty Images Finally, complete the capital markets union through the Savings and Investments Union, linking finance to the real economy and fostering investments in the common goods that Europe needs, such as innovation and digital, security, and the fight against climate change. Completing the single market must also go hand in hand with security and resilience. If Europe is to spend billions on defense, those investments must translate to more than trophies for national procurement agencies. We need a single market for defense, with interoperable equipment, joint procurement, shared standards and industrial cooperation. Defense purchases need to build common capabilities — not 27 bespoke systems that can’t communicate with each other. Societal resilience matters too. Authoritarian and malign actors weaponize disinformation, exploit social divisions and erode trust in institutions. Fighting disinformation is as much about strengthening communities as it is about policing platforms, and Europe must invest in civic resilience. We must also be clear-eyed about enlargement. Ukraine’s and Moldova’s resilience have shown democratic determination in the face of Russian aggression, and their efforts should inspire concrete progress. Former European Commission President Jacques Delors called enlargement “our duty” — and he was right. Widening the single market to include the Western Balkans, Ukraine and Moldova, while rigorously enforcing rule of law and democratic standards, is not charity. It’s a strategic investment in Europe’s security and prosperity. Europe now faces a stark choice: Inertia on the one hand, meaning fragmented markets, stranded talent, fragile societies and rising illiberalism; or integration on the other — a single market that lowers costs, boosts competitiveness, enhances security and renews citizens’ trust. The 2028 deadline shouldn’t be seen as a slogan. It’s a contract with Europeans who want results, not reassurances. And leaders must treat it as such. Delors said Europe needs a soul. Today, it needs delivery. Let’s strengthen our defenses and societies, meet our duty to our neighbors and finish the job. Let’s do it by 2028.

BRUSSELS — It’s summer. You’ve hopped on a train to glide through Europe, laptop open, to-do list ready — but the onboard Wi-Fi has other plans. Emails don’t send, pages don’t load, and streaming? Forget it. European rail companies often tout connectivity in trains as a perk, but for many passengers, it’s still an exercise in patience over productivity. “The performance and quality of Wi-Fi onboard European trains is very poor,” Luke Kehoe, an industry analyst at connectivity intelligence firm Ookla, told POLITICO. The high speed of a train makes it predictably difficult for Wi-Fi antennas in a carriage — or your smartphone — to keep a steady connection between changing mobile towers. “If a train is going at 200km an hour, the device could be crossing a cell site every 45 or 60 seconds, which is a rapid turnover,” Kehoe said. “What that introduces is a technical challenge called the Doppler effect.” That is when moving fast changes the signal’s frequency— like when a siren shifts pitch — and it can mess with the ability to hold onto a stable connection. The high speed of a train and density of towers make it predictably difficult for Wi-Fi antennas in a carriage — or your smartphone — to keep a steady connection between changing mobile towers. | Stefano Guidi/Getty Images On French SNCF trains, travelers logging onto the Wi-Fi receive a pop-up warning: “Due to the lack of coverage and our speed, the quality of the Wi-Fi may differ from that in your home.” It also advises against watching online videos, which “contributes to limiting the bandwidth.” ‘HELLO? YOU’RE BREAKING UP …’ But bad train Wi-Fi isn’t just about pace or tower count. Many cabins aren’t actually designed to let radio frequencies in. “A lot of trains would have historically used windows that have metalized or [low-emissivity] glass coatings that are inherently not conducive to signal propagation,” Kehoe said. That setup would make the cabin similar to a sort of Faraday cage — an electromagnetic armor that blocks wireless signals, much like what causes your phone to drop calls in an elevator or keeps microwave radiation from escaping. Last year, Belgian rail firm SNCB gave up on setting up Wi-Fi on its trains because of the “high implementation costs and coverage by telecom operators,” spokesperson Tom Guillaume said. Instead, SNCB decided to pass the buck to telecom companies while it invested in “de-coating” glazing that is more conducive to mobile signals. “Telecom operators, therefore, need to improve signal quality and coverage in the vicinity of railway infrastructure,” Guillaume said. The physics of radio frequencies are also well established: The band commonly earmarked for 5G in Europe isn’t great at cutting through trees and leaves, which often line train tracks. It makes it more challenging to reach cabins or phone users directly, in contrast with 4G, where the lower-band frequencies typically used can’t carry as much data, but travel further and handle obstacles better. “We see in our data every summer a significant degradation in mobile network performance in areas of heavy foliage,” Kehoe added. Add in the thousands of tunnels in the continent’s network, and it’s clear European trains have a tough job delivering solid Wi-Fi — though some countries manage to handle it better than others. Switzerland leads the way by far, with onboard Wi-Fi speeds nearly 30 times faster than in Austria and the Netherlands. It was the only country in Ookla’s sample to break the 25 megabits per second median download speed mark — the minimum baseline for reliable internet use. TRAINS ARE IN FOR AN UPGRADE Some rail operators are now looking to the skies — literally — for better onboard internet, turning to satellite providers to help fill coverage gaps along train routes. Czech Railways is experimenting with Elon Musk’s Starlink network, while France’s SNCF is reportedly eyeing both the U.S. constellation and its Franco-British rival, Eutelsat. SNCF didn’t respond to POLITICO’s request for comment. While satellite connectivity works well for airlines — thanks to clear skies and proximity to orbit — it’s not a “bulletproof solution,” Kehoe said, but rather a supplement to the overall connectivity mix. “So much of the focus is about getting the signal to the train, but they have forgotten about getting the signal around the train,” he said. The Wi-Fi equipment and the standards behind it play a major role in how good the connection actually is. Connections sampled by Ookla in Poland — which ranks near the bottom for performance — showed trains still running on Wi-Fi 4, a 2009 standard that offers far less bandwidth and much slower speeds than newer generations. Whether rail operators upgrade routers or windows, “if there is no network coverage, there will be no mobile signal in the train, regardless of the technology used,” SNCB’s Guillaume said. And if you’re thinking of just using your phone’s hotspot to get around a flaky Wi-Fi connection — think again. “If everyone is broadcasting their own Wi-Fi networks, there is a massive interference challenge here,” Kehoe warned. Train internet still sucks — and getting a full steam ahead connection on Europe’s rails is set to remain hit and miss for a while. Hanne Cokelaere contributed to this report.