How Pfiffner Messwandler, Arthur Flury and MATISA are contributing to the restoration of Ukraine’s rail network — and why railway electrification, specialised equipment and local technical capacity matter for long-term reconstruction.
Lighthouse Legal Media | Swiss–Ukrainian Reconstruction Series | Part II: Transport, read part I here.
Ukraine’s reconstruction is often discussed in terms of energy security, housing and the restoration of essential public services. Yet transport infrastructure is equally fundamental to the country’s economic resilience, particularly while the war continues.
Railways connect Ukrainian cities, industrial centres, agricultural regions and international trade corridors. They support passenger mobility, the movement of goods and the logistical needs of an economy operating under extraordinary pressure.
Restoring and modernising this infrastructure is therefore not simply a transport policy objective. It is closely connected to Ukraine’s economic recovery, industrial competitiveness and future integration with European markets.
On 2 October 2026, the Swiss Federal Council approved eight additional reconstruction projects involving Swiss companies, with a total federal contribution of CHF 135 million.
Three of the selected projects concern railway infrastructure. Together, they represent CHF 44.9 million in Swiss federal contributions, complemented by CHF 6 million in contributions from the participating companies.
The selected companies are Pfiffner Messwandler AG, Arthur Flury AG and MATISA Matériel Industriel S.A..
Their projects address three distinct components of railway reconstruction: high-voltage infrastructure, overhead electrification systems and specialised machinery for railway modernisation.
The combined planned financing amounts to approximately CHF 50.9 million, subject to final contractual agreement.
The projects illustrate an important feature of infrastructure reconstruction: restoring transport capacity requires more than repairing tracks. It also requires functioning electrical systems, reliable railway equipment, specialised maintenance capabilities and appropriately trained personnel.
Switzerland’s Reconstruction Programme: Linking Public Funding with Industrial Expertise
The three transport projects were selected under the second call for proposals administered by Switzerland’s State Secretariat for Economic Affairs (SECO).
The programme seeks to mobilise Swiss companies with an established presence in Ukraine to implement projects responding to urgent public infrastructure needs.
According to the Swiss Federal Council, the selection process considered criteria including relevance to Ukraine’s needs, expected development impact, technical feasibility, project risks, efficient use of funding and the contribution of Swiss expertise.
The companies must finance at least 10% of their project costs themselves.
This model is significant because it creates a framework for combining public reconstruction funding with the technological capabilities and implementation experience of private enterprises.
In the transport sector, the approach is particularly relevant.
Railway infrastructure requires highly specialised equipment, technical compatibility between interconnected systems and long-term maintenance arrangements. The successful delivery of individual components depends on how they fit into the wider operational network.
The selected projects also demonstrate that Swiss industrial participation in Ukraine is not limited to supplying finished products. It can include installation, technical services, infrastructure modernisation and training.
The official programme documentation is available through SECO’s second Call for Proposals.
Pfiffner Messwandler: Restoring High-Voltage Infrastructure and Supporting Railway Electrification
Swiss federal contribution: CHF 21.8 million
Company contribution: CHF 3 million
Project location: Across Ukraine
PFIFFNER Group — Official Website
The largest transport project in the selected portfolio involves Pfiffner Messwandler AG, a Swiss company specialising in electrical measurement and high-voltage technologies.
According to SECO, the project provides for the supply and installation of high-voltage equipment to restore substations damaged by the war and support the electrification of Ukraine’s railway network.
This places the initiative at the intersection of energy and transport infrastructure.
Railway electrification depends on a reliable electrical supply, appropriately designed substations and equipment capable of supporting the safe operation of the relevant systems.
When electrical infrastructure is damaged, the consequences may affect railway operations even where the physical track remains usable.
The restoration of substations and related high-voltage equipment is therefore an essential component of maintaining and expanding the operational capabilities of electrified railways.
Pfiffner Messwandler is part of the Swiss PFIFFNER Group, which provides electrical engineering products and solutions for power transmission, distribution, measurement and testing.
The group’s portfolio includes current and voltage instrument transformers, high-voltage equipment, switchgear-related technologies and engineering services.
Its expertise is relevant to infrastructure where precise electrical measurement, protection and operational reliability are essential.
The specific equipment to be delivered under the Ukrainian project has not been fully detailed in the public SECO announcement.
Nevertheless, the stated objective identifies two interconnected priorities: restoring damaged electrical infrastructure and supporting railway electrification.
From a reconstruction perspective, this is particularly important because rail transport cannot be modernised independently of the energy infrastructure on which it relies.
Electrified railway systems require coordination between transport operators, electricity suppliers, engineering contractors and equipment manufacturers.
Successful implementation therefore depends not only on the delivery of technically compliant products, but also on their integration into existing infrastructure.
The project also raises broader questions about technical standards and future interoperability.
As Ukraine develops its transport connections with European markets, infrastructure investments will need to consider long-term compatibility, maintenance requirements and future network development.
The official project description does not identify specific railway corridors, substations, equipment quantities or technical standards to be applied. These details will be important for assessing the project’s practical impact.
The Pfiffner initiative nevertheless illustrates how specialised Swiss electrical engineering can contribute directly to the restoration of Ukrainian railway infrastructure.
Arthur Flury: Overhead Contact Systems for Passenger and Freight Transport
Swiss federal contribution: CHF 4.1 million
Company contribution: CHF 0.5 million
Project location: Across Ukraine
Arthur Flury AG — Official Website
Arthur Flury AG has been selected for a project aimed at strengthening passenger and freight transport through the installation of overhead catenary systems supplying electricity to Ukraine’s railway network.
Although its federal contribution is smaller than those of the other two transport projects, the initiative addresses a fundamental component of electrified railway operations.
Overhead contact systems enable electric trains to receive power while travelling along the railway network.
Their reliable operation depends on appropriately designed components, installation quality, mechanical stability and compatibility with the railway’s electrical and operational requirements.
Damage to overhead electrification infrastructure can interrupt railway services even when the underlying track infrastructure remains intact.
Restoring these systems is therefore critical to maintaining railway connectivity.
Arthur Flury is a Swiss manufacturer based in Deitingen, specialising in railway electrification components, overhead contact line technology, earthing and lightning protection, and electrical distribution products.
Its products are used by railway operators and infrastructure organisations internationally.
The company’s selection is also notable because it builds on its involvement in an earlier SECO reconstruction programme.
Under the first call for proposals in 2025, Arthur Flury was selected for a separate project with CHF 12.9 million in federal support.
That initiative involved the production of overhead contact line components for Ukraine’s railway system in accordance with Swiss standards, together with training for railway employees.
The newly selected 2026 project provides an additional example of the company’s engagement in Ukraine’s railway reconstruction.
However, the public information does not establish whether the 2025 and 2026 projects are contractually connected or form part of the same implementation programme.
The distinction matters because successive funding approvals should not automatically be interpreted as extensions of a single project.
Taken together, the selections nevertheless demonstrate continuing Swiss support for railway electrification technologies.
For Ukraine, the strategic importance of overhead contact systems extends beyond replacing damaged components.
Reliable electrification infrastructure can help maintain the continuity of passenger and freight services, support the operation of electric rolling stock and provide a technical foundation for future network improvements.
From an economic perspective, reliable rail services are especially important for industries that depend on the movement of large quantities of goods.
For passengers, the restoration of railway infrastructure supports domestic mobility and connections between regions.
The official SECO description does not disclose the specific routes, installation quantities or delivery timetable associated with the new Arthur Flury project.
These details will determine its eventual geographic and operational impact.
Nevertheless, the initiative illustrates how relatively specialised components can play a significant role in restoring a much larger transport system.
MATISA: Specialised Railway Machinery and the Transfer of Technical Expertise
Swiss federal contribution: CHF 19 million
Company contribution: CHF 2.5 million
Project location: Western Ukraine
MATISA Matériel Industriel S.A. — Official Website
The third transport project focuses on strengthening the technical capacity of Ukraine’s railway sector.
MATISA Matériel Industriel S.A. has been selected to provide two machines for the modernisation of the Ukrainian railway network, accompanied by training programmes.
Unlike the projects involving Pfiffner Messwandler and Arthur Flury, which focus primarily on electrical infrastructure, MATISA’s initiative concerns specialised railway machinery and the operational capabilities required for network modernisation.
MATISA is a Swiss manufacturer of railway track construction and maintenance machinery.
Its product portfolio includes equipment used for track maintenance, tamping, ballast-related operations and other specialised railway infrastructure activities.
The company emphasises not only equipment manufacturing but also technical support, commissioning, training and lifecycle services.
These capabilities are particularly relevant in a reconstruction environment where infrastructure operators must restore damaged assets while continuing to maintain the functioning network.
Railway modernisation depends on more than the availability of materials and labour.
Specialised machinery can be essential for carrying out technical operations efficiently and consistently, particularly where work must meet demanding engineering and safety requirements.
The acquisition of such equipment may also influence the long-term capacity of an infrastructure operator to maintain its network.
For this reason, the training component of MATISA’s project deserves particular attention.
The transfer of technical expertise can enable local personnel to operate, maintain and use equipment effectively over time.
This is especially important for machinery that requires specialised operational knowledge, regular servicing and access to spare parts.
The official SECO description confirms that two machines will be provided, but it does not identify their specific models or functions.
It would therefore be premature to state that the selected equipment will perform particular operations, such as tamping or ballast cleaning, without further confirmation.
The project’s location is identified as western Ukraine.
This geographic focus is relevant to the broader discussion of Ukraine’s railway connectivity, including links between domestic transport networks and international corridors.
However, the published information does not specify whether the machines will be deployed on particular cross-border routes or projects associated with European railway integration.
Such connections should not be assumed without additional project documentation.
What can be established is that the initiative aims to improve the technical capacity available for railway modernisation.
From a long-term reconstruction perspective, this is significant.
The ability to maintain and modernise railway infrastructure using appropriately trained personnel and specialised equipment can reduce dependence on repeated external interventions.
It can also contribute to the development of operational expertise within Ukraine’s railway sector.
MATISA’s project therefore represents an investment not only in physical equipment, but also in the human and technical capabilities needed to support its effective use.
Why Railway Reconstruction Requires an Integrated Approach
The three selected projects illustrate different dimensions of a single infrastructure challenge.
Pfiffner Messwandler addresses high-voltage equipment and railway electrification.
Arthur Flury focuses on overhead contact systems supporting electric railway operations.
MATISA provides specialised machinery and training to strengthen railway modernisation capacity.
These interventions are complementary, but they should not be described as a formally integrated programme unless such coordination is confirmed.
Their significance lies in the fact that modern railway infrastructure depends on multiple interconnected systems.
A functioning railway requires usable tracks, reliable electrical supply where the network is electrified, operational rolling stock, appropriate signalling and control systems, and sufficient maintenance capabilities.
Restoring one component without considering the others may limit the overall benefit of an investment.
This is particularly relevant in Ukraine, where infrastructure restoration takes place under ongoing security and operational pressures.
Railway operators must balance the immediate need to maintain services with the longer-term objective of modernising assets and improving technical performance.
The selected Swiss projects address several elements of that challenge.
They also demonstrate the importance of combining infrastructure investment with technical training and local implementation capacity.
Railway Infrastructure as a Foundation for Economic Recovery
The economic significance of Ukraine’s railway network extends beyond the transport sector itself.
Rail connectivity affects industrial supply chains, agricultural logistics, access to regional markets and the movement of people.
For businesses, reliable transport infrastructure can influence production planning, delivery schedules and the feasibility of new investments.
For communities, railway services support mobility and access to economic opportunities.
For international partners, transport infrastructure is a key consideration in the broader reconstruction of Ukraine’s economy.
This is why railway investment should be viewed not only as the repair of public assets, but also as part of the enabling infrastructure for private-sector recovery.
At the same time, the benefits of specific projects must be assessed against their actual scope.
The SECO project descriptions do not provide quantified forecasts of additional freight capacity, passenger numbers, journey-time reductions or economic returns.
Those outcomes cannot therefore be attributed to the three selected projects at this stage.
What the projects demonstrate is a commitment to strengthening several technical foundations of railway operations.
Their eventual economic impact will depend on where the equipment is installed, how it is integrated into the existing network and whether the resulting infrastructure improvements translate into more reliable services.
Swiss–Ukrainian Cooperation: From Equipment Supply to Operational Partnerships
The transport projects also provide useful insights into the practical structure of reconstruction cooperation.
Swiss companies entering infrastructure projects in Ukraine must operate in an environment shaped by public-sector priorities, technical requirements, funding conditions and significant implementation risks.
The SECO model creates a framework in which Swiss federal support can be combined with private-company contributions to address public infrastructure needs.
However, the availability of funding is only one component of project delivery.
Railway infrastructure projects require coordination between equipment suppliers, engineering teams, Ukrainian operators and the institutions responsible for financing and oversight.
Depending on the specific contractual arrangements, important considerations may include technical specifications, acceptance procedures, warranties, spare-parts availability, maintenance obligations, personnel training and the allocation of implementation risks.
These are general considerations for infrastructure delivery, not conclusions about the contractual arrangements of the three selected companies.
The official announcements do not disclose the underlying contracts or the full responsibilities of individual project participants.
Nevertheless, the projects highlight a broader lesson for international reconstruction.
The long-term value of industrial cooperation depends on whether technology can be effectively transferred, installed, maintained and integrated into the recipient country’s infrastructure.
For Swiss companies, this requires understanding not only the technical requirements of a project, but also the institutional and operational environment in which it will be implemented.
For Ukrainian partners, it requires ensuring that investments respond to actual infrastructure needs and contribute to sustainable operational capacity.
The Wider Policy Context: Switzerland’s Expanding Reconstruction Framework
The second SECO call forms part of Switzerland’s broader commitment to Ukraine’s reconstruction and economic recovery.
Under its Ukraine Country Programme 2025–2028, Switzerland has prioritised private-sector involvement alongside public infrastructure support and institutional development.
The Swiss Federal Council has also committed to a longer-term reconstruction framework extending beyond the current programme period.
An additional development occurred on 9 October 2026, when the bilateral agreement on Ukraine’s reconstruction entered into force.
The agreement establishes a legal basis for a separate mechanism under which Ukraine may identify needed goods and services that the Swiss Confederation can procure from Swiss companies through public tenders.
This mechanism should be distinguished from the SECO call for proposals discussed in this article.
The distinction is important for companies assessing possible routes into reconstruction projects, as eligibility requirements, procurement procedures, financing structures and contractual relationships may differ.
Together, these instruments reflect Switzerland’s intention to expand the involvement of its private sector in Ukraine’s recovery.
The three railway projects offer concrete examples of how this policy is being translated into selected industrial initiatives.
What Comes Next?
The selection of Pfiffner Messwandler, Arthur Flury and MATISA marks an important financing decision, but the ultimate results will depend on implementation.
For Pfiffner Messwandler, the key questions concern the substations and railway electrification assets to be restored, the technical equipment to be installed and the operational improvements achieved.
For Arthur Flury, attention will turn to the locations and scope of overhead contact system installations, their integration into the railway network and the relationship, if any, with the company’s earlier SECO-supported activities.
For MATISA, the principal questions concern the specific machinery to be delivered, the training arrangements and the resulting improvements in railway maintenance and modernisation capacity.
The public project list does not yet provide the information necessary to assess these outcomes.
As the projects progress, transparency regarding delivery milestones, local partners and measurable results will be important for understanding their contribution to Ukraine’s recovery.
The broader significance of the transport portfolio is already apparent, however.
Switzerland is supporting reconstruction through companies whose capabilities address different technical requirements of railway infrastructure.
Rather than treating transport reconstruction as a single construction task, the selected projects recognise the importance of electrical systems, specialised railway components, machinery and professional expertise.
For Ukraine, the ultimate objective is not merely to restore damaged railway assets, but to maintain a transport system capable of supporting economic activity, public mobility and future development.
For Swiss companies, these projects demonstrate how specialised industrial expertise can contribute to reconstruction through structured public–private cooperation.
And for the wider reconstruction community, they provide a useful reminder that infrastructure resilience depends on the successful integration of technology, financing, local partnerships and long-term operational capacity.
This is the second article in Lighthouse Legal Media’s series, Swiss Companies Rebuilding Ukraine.
The first article examined four energy projects selected under SECO’s second call for proposals.
The next article will focus on water infrastructure, including the role of Swiss technologies in improving municipal water management and drinking water supply.
Sources and Further Reading
Official Swiss Government Sources
SECO — Second Call for Proposals for Projects with Swiss Companies in Ukraine
Swiss Federal Council — Approval of Additional Swiss Private-Sector Projects, 2 October 2026
SECO — Twelve Projects Selected Under the First Call, 2025
SECO — Ukraine Reconstruction Agreement Enters into Force, 9 October 2026
Participating Companies
PFIFFNER Group / Pfiffner Messwandler AG
MATISA Matériel Industriel S.A.
Editorial note: Funding figures and project locations are drawn from the official Swiss Federal Council list of selected projects dated 2 October 2026. The announced contributions are rounded and subject to final contractual agreement. Technical descriptions of the companies are based on their official websites. The discussion of potential economic benefits, implementation requirements and wider reconstruction implications constitutes editorial analysis rather than confirmation of project-specific outcomes.
© Lighthouse Legal Media | Swiss–Ukrainian Reconstruction Series
