Deutsche Bahn’s once-admired service has descended into chaos. Whether decades of poor investment or the company’s unusual structure is to blame, it’s a huge headache for a coalition trying to meet climate goals
“The situation has severely deteriorated in recent years,” said Detlef Neuss, chair of the passenger lobby group Pro Bahn, standing outside Cologne’s main station, in the shadow of the city’s gothic cathedral with its distinctive twin spires.
Earlier this month, after weeks of speculation over the future of Britain’s planned HS2 high-speed rail link from Birmingham to Manchester, the prime minister finally announced that the northern leg was to be scrapped.
In an excoriating special report published earlier this year, the public audit body did not mince its words as it sounded the alarm, warning that the company responsible for running the national rail network, its stations and signals, along with many long-distance and local trains, risked becoming a “bottomless pit” for taxpayer money.
Despite paying some €4,400 for an annual season ticket, in recent months Winter has had to put up with a weeks-long closure of the track between Wolfsburg and Berlin for upgrades, coupled with delays, cancelled trains and lack of staff.
The company, formed from the existing West and East German railways, was freed from previous debts with the idea that it would be able, in time, to become profitable, with the goal of boosting Germany’s GDP and floating on the stock market.
The governing agreement struck by the Social Democrats, Greens and Liberals in late 2021 committed them to doubling the capacity of passenger services by 2030, while setting a target for 25% of freight to be carried by rail by that date, and electrifying more railway lines amid attempts to meet climate goals.
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“The situation has severely deteriorated in recent years,” said Detlef Neuss, chair of the passenger lobby group Pro Bahn, standing outside Cologne’s main station, in the shadow of the city’s gothic cathedral with its distinctive twin spires.
Earlier this month, after weeks of speculation over the future of Britain’s planned HS2 high-speed rail link from Birmingham to Manchester, the prime minister finally announced that the northern leg was to be scrapped.
In an excoriating special report published earlier this year, the public audit body did not mince its words as it sounded the alarm, warning that the company responsible for running the national rail network, its stations and signals, along with many long-distance and local trains, risked becoming a “bottomless pit” for taxpayer money.
Despite paying some €4,400 for an annual season ticket, in recent months Winter has had to put up with a weeks-long closure of the track between Wolfsburg and Berlin for upgrades, coupled with delays, cancelled trains and lack of staff.
The company, formed from the existing West and East German railways, was freed from previous debts with the idea that it would be able, in time, to become profitable, with the goal of boosting Germany’s GDP and floating on the stock market.
The governing agreement struck by the Social Democrats, Greens and Liberals in late 2021 committed them to doubling the capacity of passenger services by 2030, while setting a target for 25% of freight to be carried by rail by that date, and electrifying more railway lines amid attempts to meet climate goals.
The original article contains 1,887 words, the summary contains 258 words. Saved 86%. I’m a bot and I’m open source!