display
In Corona times, the main problem for Deutsche Bahn is not that too few trains are running or that planned ones are canceled.
Rather, it is often criticized that the DB AG is largely maintaining operations despite the sharp drop in passenger numbers and even expanding it over Christmas.
The Federal Government's Rail Transport Commissioner, Enak Ferlemann (CDU), spoke via video conference about the state-owned company’s position in the pandemic.
WORLD:
Mr. Ferlemann, Deutsche Bahn uses additional trains around the holidays.
So more people can travel across the country.
Does that make sense in a pandemic in which contacts should be avoided?
Enak Ferlemann:
I would see it the other way around: There is more space available so that the few people who travel despite the pandemic can keep their distance.
We currently have an occupancy rate of 20 to 25 percent and are not expecting a significant increase over the holidays.
Of course, some people will travel more by train.
We want to make up for that with the additional trains.
"Anyone who misses their train because an appointment takes longer or the connecting train was delayed should still be taken along"
Source: BMVI / Hans-Peter König
display
WORLD:
In every other area, the distances must be maintained.
Why is there no obligation to make a reservation at Deutsche Bahn that would guarantee that the adjacent seat remains free?
Ferlemann:
The train
enables
the nurse to come to work in the morning.
It is systemically important, especially in the pandemic.
It therefore makes sense to have a system in which you can make reservations and thus know that usually nobody is sitting in the next seat.
But at the same time a system that remains open: If you miss your train because an appointment takes longer or the connecting train was late, you should still be taken.
Incidentally, all passengers wear masks.
display
WORLD:
The economic consequences are likely to worsen again as a result of the second lockdown.
How expensive will the crisis be for DB?
Ferlemann:
In the best case, Corona will cost Deutsche Bahn around eight billion euros, in the worst case 13 to 14 billion euros.
In the worst-case scenario, we have already taken into account a second partial lockdown because it was assumed that there would be significant restrictions again in winter.
It is now clear: It will not result in our best scenario, but in the worst.
If we should still have massive restrictions throughout January, February and March or if measures are still necessary next autumn, then we have to examine what effects this has.
WORLD:
Will the equity increase of five billion euros for DB then be enough?
display
Ferlemann:
The five billion euros equity grant is based on the worst-case scenario, so we would have to be right.
If there were restrictions in the whole of 2021, we might have to step up again.
But it is important that we only inject capital for pandemic damage.
Only this part is replaced, not a single cent more.
It can also be the case that Deutsche Bahn receives less than five billion euros if it cannot prove that the corona crisis caused such great damage.
Auditors will take a very close look at this.
WORLD:
But the Bundestag had to raise the debt ceiling for DB a second time: from 30 to 35 billion euros.
Ferlemann:
That was necessary because the equity increase cannot yet be carried out this year because the EU Commission has not yet approved it.
It was also about a buffer for next year so that we don't have to keep pushing the line.
However, the railways then also have to invest: in new trains, new freight train locomotives and new high-speed lines.
We would even like to spend more quickly, because in times of pandemics you can renovate and build better than under full load.
WORLD:
When should DB repay all the debts?
Ferlemann:
The repayment of the new debts must begin after the end of the corona pandemic.
That will probably be the case in 2023.
WORLD:
Will the DB have to increase the fare for the repayment?
Ferlemann:
The fare structure is a central component of the Group's economic strategies.
And the board of directors has to decide on these strategies.
It is not a matter of politics.
display
WELT:
Why has the capital increase not yet been approved by the EU Commission?
Ferlemann:
The federal government has not even made the application.
A so-called preliminary procedure is currently running.
Among other things, it is a question of the conditions that can be expected in the event of a permit.
The federal government could have envisaged a conclusion of the negotiations, but the DB board of directors could not.
WORLD:
What has been negotiating for so long?
Ferlemann:
It's about the question: Is the pandemic a single, surprising event, comparable to an earthquake?
If that were the case, state aid is permitted without any major conditions.
But if a pandemic lasts longer, as it does now, then it becomes normal.
That is the position of the EU Commission.
But that would also mean that it can impose conditions to prevent distortions of competition.
The conditions that are in the room are not yet as the Bahn board of directors imagines.
WORLD:
DB should save to compensate for part of the losses.
Does she have to save even more?
Ferlemann:
Yes, the railway has to save.
DB has therefore tried to adapt the collective bargaining agreements.
The railway and transport union EVG has agreed.
Negotiations with the very strong train drivers' union GDL failed.
However, the capital increase by the federal government is linked to concessions by the employees.
WORLD:
Are there any strikes after the end of the GDL collective agreement in February?
Ferlemann:
The state does not interfere in negotiations between collective bargaining parties.
But I expect a very tough argument.
Because in principle it is a question of whether the rail system remains functional.
Everyone has to do their part.
I think it's a shame that the GDL left the alliance because I actually appreciate the train drivers' union.
But in this situation it is absolutely excessive to make demands for substantial tariff increases.
display
WORLD:
Transport Minister Andreas Scheuer (CSU) is campaigning for a new edition of the Trans Europa Express, TEE 2.0.
But who wants to travel from Paris to Warsaw for more than 13 hours?
Ferlemann:
It is clear that only a few travelers then pass through from Warsaw to Paris.
Some will get on in Berlin to travel to Cologne.
Others go to Paris from there.
So there are multiple exchanges of passengers, the trains are always well filled, and that makes them economical, so that they can also be used by those who want to cover really long distances without having to travel much longer due to longer transfer times .
WORLD:
Night trains would make sense.
DB plans to work with other European railways to set up four new lines between Berlin and Paris, among others, by 2024.
Why now, after DB almost completely withdrew from night train traffic?
Ferlemann: In
recent years, Deutsche Bahn was no longer able to operate these night trains economically because their sleeping cars were very old and it was not worth replacing or redesigning them.
However, night train traffic pays off for the Austrian ÖBB, which has a different tax system in its home country and can therefore travel more economically, so that ÖBB was able to take over many of these connections in Germany.
Incidentally, these trains are driven by DB as a service provider.
That is the right way: if you can do it best in Europe, you should do it.
For me, it is crucial that customers find the best possible offer.
WORLD:
By 2030, the Germany-Takt should enable a nationwide change between all long-distance and regional trains within a few minutes.
To achieve this, many stations have to be expanded and routes accelerated.
Can that be achieved within nine years?
Empty trains - Deutsche Bahn expects record loss
The railway is to use longer trains and in future only release the window seats for them.
The hope behind this is that more people would use the train again even during Corona times.
The state-owned company apparently already has significant financial worries.
Source: WELT / Matthias Heinrich
Ferlemann:
There actually has to be a lot of construction, but often in very small parts: another platform, a passing track, different signaling technology.
I am absolutely convinced that we can achieve this by 2030.
We provided the money for this.
In addition, there is the completion of large projects such as Stuttgart 21 with the high-speed line to Ulm.
With that we will be able to keep the pace largely.
However, some major projects required at important junction stations or high-speed lines are unlikely to be completed until after 2030 due to resistance from local residents or regional politicians.
Therefore, at one point or another, with the best possible beat, it will take even longer.
display
WELT:
Minister Scheuer has suggested that a new rail reform should be discussed openly.
Do you think that makes sense?
Ferlemann:
More than 25 years after the last major rail reform, it is correct to ask what went well and what didn't.
Unfortunately, this discussion fell victim to Corona.
In the current situation, one must not upset an entire corporation.
So this will be a project for the next legislative period.
WORLD: But
what went well and what didn't?
Scheuer's little revolution in rail transport
Transport Minister Andreas Scheuer presented the new master plan for rail transport.
The frequency of the trains on the main traffic arteries is to be increased.
Trains are to run there every 30 minutes by 2030.
Source: WELT / Fanny Fee Werther
Ferlemann:
The rail reform in local transport was a blast.
It's much better today than it was then.
However, the competition that takes place there is almost always competition between state railways, because behind many railway companies in local transport there is a European state railroad as the owner.
In long-distance transport we have a significantly better range of services than before, but almost no competition.
It is not satisfactory.
And as far as freight transport is concerned, there is competition there from the private sector, but the whole sector has not been able to increase its share of total transport compared to the road.
So it makes sense to ask about the structures of rail transport as well as the transport policy weightings between road, rail, aircraft and ship.
About all of this one has to lead open-ended discussions between the Union, SPD, FDP and the Greens.