On July 18, a young man stormed through a train outside of Wurzburg, Germany. Crying “Allahu Akbar,” (God is greatest) he brandished an axe high into the air, then slashed at the men and women seated around him. Within minutes, the car, as one person described it, ” looked like a slaughterhouse.”
Then he fled.
By the time the day had ended, five people had been seriously wounded: four on the train, and a woman who had the misfortune of walking her dog at the moment he passed by. She remains in critical condition.
A day later, the Islamic State took credit for the attack, calling the killer, a 17-year-old refugee who was ultimately shot and killed by German police, a “soldier for ISIS.” It was the first full-scale Islamic terrorist attack in Germany.
But it was not the first Islamic terrorist attack on a train. Far from it: starting with the 2004 commuter train bombings in Madrid and the July 7, 2005 bombings of the London Underground, trains and metros have been a common target for extremist groups. Some efforts, like the bombing of the Brussels metro station this past April, succeeded; many more have failed. But the attempts, successful or not, betray a gaping hole in international security, and one that may not be easy to repair.
In fact, a 2007 report from the Council on Foreign Relations noted that “security professionals see trains as some of the likeliest targets.” Consequently, when it comes to the possibility of a major attack on U.S. or European railway or metro systems, former Homeland Security officer Sean Burke told Boston’s WCVB news, “We have to expect it. That’s the bottom line.”
Such an attack, if large enough, could be devastating. While air traffic remains substantial, five times as many people ride trains as fly in the United States, and in Europe, the rapid, efficient and low-cost trains often offer the best transportation options between countries, especially in an era of long airport security lines and early check-ins. Moreover, freight shipments, including highly toxic industrial chemicals, travel the same routes as passenger trains, frequently passing through densely populated areas. Because of this situation, the Council on Foreign Relations reported in 2007 that former White House Deputy Homeland Security Adviser Richard Falkenrath considered such trains “the single greatest danger of a potential terrorist attack in our country today.'”
Yet security on both continents is weak, and in Europe, often at the bare minimum; one will rarely find a policeman or other security personnel at a train station in the Netherlands, for instance. Even on international trains, like the high-speed Thalys between the Netherlands, Belgium, and France, customs and immigration officials are few and far between. Rarely is anyone asked for ID (let alone a passport), and there are, as in the U.S., no security screenings even at major rail stations like Paris’ Gare du Nord and Berlin Hauptbanhof.
Which may in part explain why the real identity of the axe-wielder in Bavaria is still uncertain: at a July 20 press conference in Berlin, officials admitted that his name is still uncertain since he, like many other asylum seekers, entered the country without a passport or other identifying papers. Indeed, Time reports that, “Authorities have discovered that he could be from Afghanistan or Pakistan, and that the information he provided to officials in Germany could be partly or entirely false.”