Deutsche Bahn: Ist pünktlich sein wirklich so schwer? | ZDFzoom

I want to understand why the train runs so badly, how is the train going now? The fact is that if we want to achieve our climate goals, we have to get off the road and get on the train. The mobility needs of tomorrow as an alternative to the car. It would be nice if it arrived on time. The train is a fascinating example of what modern railway technology can achieve in Germany. Where are the creative solutions for a climate-friendly transport policy today? There are more cars, but that's how difficult it is. The train might be a climate hero, but what's holding it back?

Greenpeace rail activists criticize the Ministry of Transport's regulations in Berlin as if it were a crime scene. insisting on the German climate protection law which says that by 2030 we have to reduce CO2 emissions by 65% ​​compared to 1990. Anyone who breaks the climate protection law, anyone who has the power to act and does not use, you are committing a climate crime. This means that in Berlin there is a person in the ministry who can do more and from his point of view he has to do more, we have to do it. This is in no way a friendly request but rather a violation of law.

Serious accusations from activists. For the transport sector to meet climate goals, emissions must be reduced. The CO2 savings target was reduced 14 times faster than last year. I clearly understand the concern, especially among young people, that the global climate is in danger and that is why the ministry is working hard to solve these problems. The problems with the railway are considerable. A deteriorated network. Obsolete technology. Very few staff Michael. and his boss, the Minister of Transport, Volker Wissing, have known for a long time that I want to address and solve these problems by making them the boss's business, the boss's business, so that the railway has to become the backbone of the mobility, even in rural areas.

This is stated in the coalition agreement: My Germany is finally taking its climate goals seriously. The railway offensive in Allgäu looks like this. To get to work from Kaufbeuren to Munich, Thorsten Krull does not always take the car. when it is important that the train out of ten times six simply cannot keep up or is late, of course, that cannot be done even in the managerial position, you are constantly not there or you are late As soon as you have appointments in the morning Tomorrow, that's all. Here it is more predictable than the train. We are now at the end of the A96 motorway and here you are always stuck in a traffic jam, usually about 25 minutes.

Here, of course, they are already calculated and yes, in terms of climate, of course, it is a horror to have a good ten kilos of CO2. We were immediately flown the 90 kilometers to Munich and, in theory, the train would be faster, but the policy was ruined. and I wanted to make it fit for the stock market, not for the future. You could almost understand today's problems, if you stay outside every day, eat your ass, no, then the understanding lasts, there are problems in many corners, although the company looks regularly. new passenger records, but the network is enormously overloaded because since the railway reform of 1994 more than 5,400 kilometers of railway lines have been closed and many stations are out of service There are more and more trains on a network that is too small, causing traffic jams and delays in long-distance transport, the railways languish with an average punctuality of 65%, a negative record, and for the railways trains are considered punctual even if they arrive up to six minutes late.

Whether connections are lost or not, something must be done. That is sure. Stefan Carsten researches mobility and is a sought-after advisor on business and politics. As difficult as it is, we have to make this decision. We want to make the transportation transition a reality and we have to make a huge, really huge decision to invest in infrastructure. Four billion euros have been invested here. After twelve years of construction, a prestigious railway project is inaugurated. departs from the planned Paris Bratislava axis and receives divine blessing. Praise you, O God, who hears our prayer. Amen. What can the railroad learn from Jesus?

You can learn from Jesus. You can learn to focus on people. The times were no different. of what Jesus preached and was convinced that God already comes enough and do you believe that enough satisfied mobility will also come to us? This lighthouse project in the region saves 15 minutes of time while the second one is not yet finished Stuttgart 21 then the ceremony should be about 30 minutes faster in Ulm the music begins two steps from hell two steps from hell I think the attack on the railway has to end The railway is a great means of transport and in this context it is very important that we. reduce the renewal delay and carry out a general renewal of the network.

Then plan capacity expansions. There are big plans that politicians have for the railway. That's good, but reality makes some big plans a little smaller. Baden-Württemberg Railways, trains were canceled on the second day. Wendlingen and Ulmen must travel again on the old route, so the travel time with the lower trains is extended by approximately one hour. Everyone agrees that we need new routes to make it happen. The train can be very fast, punctual and reliable, but if everything is fast enough it is 60 km. From Wendlingen to Ulm there are 60 of a total of 74 kilometers of railway newly built in 2022.

In contrast, the road network in Germany increases by about 10,000 kilometers every year. Almost 70% of travelers in Germany go to work by car. Only 13% use public transport, such as the train. One of them is Markus Kühl. Good morning. At least I have to buy a ticket. you have one, yes, directly from Kaufbeuren you have to go every day in the general direction from Munich to the small Landsberg am Lech the train runs a good 30 kilometers no, I often have to change trains twice What is really annoying are connections without transfer to our most important destination, here in Munich, have been reduced by about half, which means that the traffic change at Kaufbeuren Ostallgäu has been canceled for now, which should actually mean less car traffic, more climate-neutral mobility, more trains for Markus.

But that is what 30 kilometers mean today, three trains that change twice, how do you have to be united for that? Yes, in any case you have to be very, very capable of suffering, or a persuasive Markus Kühl is in Kaufbeuren, he does politics for the Greens, he is the environmental representative of the city council and he agrees. We have been driving the old diesel locomotive for years, if we really want to change something, which we have to do, then we have to be able to function, in Germany only 61% of the network is electrified. Recently, an additional 500 km per year will be needed to reach the federal government's target until 2030.

He looks coldly and enviously at his Swiss neighbors. They began to rely on the railway as a means of transportation and what should not be ignored is that Switzerland does not have an automobile industry. Is it really that simple? It is a railway country through and through. In the SBB control center in Bern, a proud railway director talks about a successful model, this is Basel, and then he goes down here and continues and looks there to see if there is a plus at the back. that means the train is a little late and if it doesn't stop then the trains are on time and this morning is a very reliable good day because we actually have all the trains on the line so exactly there are minutes on the way and what? what's happening?

Now 9 6 4 6 more minutes Switzerland will be more than 3 minutes late with us and then you just have to see how big the effects are. There are some things you can learn from little Switzerland. The big problems don't even arise when you. see them Solve them while they are still small problems We have so-called dispatch trains at all the main crossings, which have decoy staff and customer service staff who we can then shoot to absorb the delay at a crossing and continue with a. The punctual train, in fact, they are ready like the firefighters and that means that we do not have this domino effect, but that customers can travel again on time from the point where we fired.

Of course, Warnitz in Switzerland, the whole railway. The system here is about ten times smaller than in Germany, which is surprising. Trains still run more than 92% of the time, when they were supposed to. That's really true. They say it's not in vain. The Swiss like the ticking of their watches, that's why they are also very punctual and everyone in Switzerland is a little proud of it and we have always had a very high level of support in the population and in politics, the effect is evident for about 28 percent of all. of travel in Switzerland people use public transport in Germany only 14 percent what Deutsche Bahn can learn from Switzerland Switzerland cannot be compared with Germany in the sense that Switzerland has been investing around 400 euros per inhabitant for many years year on railway.

As a traffic light coalition, in recent years we have invested around 60 euros, but now we have doubled that 124 euros, but it is true that Switzerland has created the basis for an attractive offer with a comprehensive regular schedule through massive investments in an infrastructure efficient. and we have taken Switzerland as a model in Germany, an incomparable model of regular timetables, which means many trains Many connections, short waiting times everywhere in Switzerland, they have been doing it since 1982 for this daily timetable to work, It takes very, very precise planning and a lot of guidance to be able to implement this daily schedule, which means that the politicians have to want it, which means that the company has to want it and that means that customers also have to understand what advantages a daily schedule has brings with it and what advantages does it bring with it that all trains reach us on time, for example, waiting at the junction then waiting there to secure connections in all directions and then leaving again, which means today as a daily commuter I no longer need look at the timetable, but I know exactly at half past that my train leaves from Bern to Zurich and that every day at any time we want Germany's clock from 2030, the grand coalition had already been. declared a revolution in 2018 from Wismar to Trier from Cottbus to Aachen one train every hour quick connection change without long waits direct bus connections in rural areas this would require more trains of all modern railway lines staff the previous government had already started like this we say in the next 50 years as a project of the century he wants to implement a comprehensive calendar in Germany and it is necessary to achieve the climate goals now he says that Germany will have within 50 years the previous government was still talking about Germany Day 2030 and it has apparently now happened Realize that it is a vision or the clock of Germany requires investments of double-digit billions, so we are assuming around 50 to 60 billion euros and it is completely clear and it was always clear that this will take decades, 50 years , so Germany has climate goals for 2017.

Will we miss the boat? The train is still out of sync. Switzerland now shows the stop sign for German ICE trains, which previously served international trains. integrated into the regular service, which means that the train coming from Germany from Hamburg does the same for us. Just part of this regular schedule and due to difficulties and delays we have now spoken to certain trains at the border so that we can continue to ensure our reliability nationwide. So you can say that the Germans were too late and wanted to not let them continue to ruin their rhythm, yes, we simply saw that we could offer good and reliable solutions for domestic customers. solutions today, now here at Deutsche Bahn, they would like to look at Switzerland, because that is the country it is in.

There has been a consensus for many decades that people should rely on rail, but I have also seen a shift in policy over the years. That is why the financial resources now are so that we can reduce maintenance delays. The federal government is injecting 8.9 billion euros into this railway this year, even a little more than on the road, politicians sell it as something that sets a trend, but for now. rural and rural roads, states and municipalities pay billions more for the railway, only the federal government pays and inak Ferlemann has big doubts about whether there is enough money - he was in the grand coalition for The railway is responsible, the government The traffic light has basically just taken over your old financial planning.

Of course, everything has changed significantly now, and especially because of the incredible increases we have in construction prices and then you put them out to tender and you realize that you even have to do it. a 30 percent increase in costs for some trades and now comes theIn the next few years there will bea significant increase in inflation, which means that these ETAs will no longer be enough to improve the railway as we all imagined. We would have had to take a much bigger sip of the post. The future of the railway took 12 years to develop. In the hands of the CDU/CSU, the traffic lights are currently discussing traffic recovery and the case for renewal of the FDP's Bahnfeld.

Currently, the coalition and I are discussing future funding. I assume that significant additional amounts can be mobilized The criticisms of the CDU/CSU However, I cannot understand the CSU because the CDU/CSU did not deliver this house and the infrastructure in perfect condition and criticisms like this are already almost the same. Retrograde amnesia, which is why the FDP is responsible for the change in the transport sector and insistently warns. Too big a cut in the car sector would damage the German economy and we would therefore still have to deal with the current conflict with the Greens.

In Germany, apparently, we are using a solution. Yesterday's train last time for Markus, his green government in Berlin is great, but there is no ambivalence in the Ministry of Transport. Yes, you are in government with a coalition partner, the FDP, and unfortunately they are not taking the right steps. I would actually like to see another Transport Minister who actually recognizes and implements things when it comes to the transport transition. Of course, a lot of money costs a lot. Money is not an issue at all, but it is when it comes to it. In road construction projects, no one asks about money.

This is not a railway project, where the highly controversial A100 is being built, in the construction phase 16,700 million euros for 3.5 km. 200,000 per meter of the A100 the most expensive motorway in Germany this is a continuation of the transport policy of the last 60 years is paralyzed I do not know of any city in Europe where motorways are still being built today investments are not being made In all While most parts are invested in cycle paths to expand public transport and railways, only in Germany is concrete built for cars. Germany is definitely missing out on the future. Yes, that is a disadvantage for Berlin and for Germany as a place.

What we see here I think we actually need a much stronger prioritization of the railway, but that's exactly what the FDP obviously doesn't want to put pressure on the liberals, the Bundestag decided that road construction projects should also be accelerated, it's back . to Germany as a car country, the transport transition and the way it is carried out are controversial, the fact is that we have to save enormously on CO2, we rely on climate-friendly mobility, it falls on the railways, Germany was a stepchild of politics For decades I think a lot from the automobile point of view, so, for example, they planned airports that were directly on the highways, but they didn't even think about the railway because it had become obsolete.

Look at the many commercial areas there are. They will be on the right and left of the big highway. They can't find a rail connection but of course the motorway connection is there. Maybe we have to change our way of thinking and maybe we have to create better incentives for mindset change. - the commuter subsidy, the company car privilege, this subsidy alone generates 15 billion 16 billion euros a year in political subsidies for the free public transport car in Germany would probably cost the taxpayer between 15 and 20 billion, that is, if you compare Basically, we have a party with the same proportion.

The transition to transportation does not fail because of costs, but because of will. Ministry politicians say all environmentally harmful subsidies are being examined. Anyway, the minister and his FDP. They continue to focus on cars, and greenhouse gas emissions from rail transport reach a whopping 57%. Under the car, you think that young people of your generation in particular would like to take more trains because of the weather. I'm very sure of that, which is why I think my generation in particular is ready to jump ship. drive home more often and, of course, take more trains want to drive almost three quarters of young people between 16 and 29 are convinced that better local public transport could significantly reduce the impact on the climate currently generated by the transport.

Transition? There is relatively little to be said so clearly and in a country as advanced as Germany it has not yet been done and the railway has been adequately expanded. I think it is clear that we depend on the railway. climate changer, but it would have to work reliably and everyone should be able to use it. Here it says love nine euros the 9 euro bill last summer was a good idea, it was a fantastic idea that many people experienced for the first time. what it's like when they can afford mobility, so for many poor people it was a summer of incredible freedom, mobility, climate friendly, affordable for everyone, that was the idea in Berlin.

Since then, the so-called 29 euro bill. It is now available in Berlin and is only valid in the Berlin metropolitan area. The campaign has contributed significantly to BVG now being a subscription millionaire. The number of subscriptions increased by 20% in May nationwide. A more expensive ticket will arrive, the 49 euro ticket will not contribute anything to the change in traffic. In a city like Berlin, I think I would have to take public transport 17 times a month for it to be worth 49 euros. That is, people are now starting to calculate if I need it, if it is worth it and many will continue with their usual mobility behavior and the price is just one aspect among many.

I don't know if we'll take the train more often. . No, for the first time in five years I should get a car, why did I get the new cars? You can take the train more often. I don't need to live in this moment. There is no train departure, so where I live there is no other way to get a car. Landsberg Lech After 40 minutes, Markus is calm with his diesel train. Politics is complicated. He knows it as a green person, but it's still like that. Finally, the passenger doesn't care who is responsible, he has to sit at a table and work out a general concept.

If the offer is correct, when the guests ask me, I am convinced that it is so. the sight of a train that we like to travel carefully because of a fire alarm system mentioned it is necessary for passengers to leave carriages seven, six and five not a broken down railway but modern, punctual trains and fast connections in Germany still sounds like that It's a fairy tale and we are very disappointed. Because I would like to use the train and in principle I am forced to return to the car. Now it would take courage and attitude. Politicians would have to invest a lot of money. and make uncomfortable decisions, all this today for the train the day after tomorrow