Train travel is to become more reliable. A modernization campaign is planned for this purpose. It will start immediately after the European Football Championship – with the biggest problem child in the rail network.
Fewer disruptions, more punctuality: That is the goal of a fundamental renovation of the most heavily used railway lines in Germany. The first line will start in a month, directly after the European Football Championship. But until the railway becomes more reliable, millions of rail customers will have to expect problems. By 2030, 40 lines are to be renovated, which will be completely closed for months.
A key law for the general renovation has now been signed and sealed; on Friday, the Bundestag and Bundesrat gave the green light. Deutsche Bahn CEO Richard Lutz said: “With the amendment to the Federal Railway Expansion Act, the federal and state governments have created the legal framework for the largest renovation and modernization program since the railway reform.”
Federal Transport Minister Volker Wissing (FDP) told the dpa: “We will invest billions in the next few years to completely renew the main routes so that we stop having unforeseen construction sites that lead to these delays and all the problems.”
What the general renovation means
Overloaded, outdated, largely dilapidated, and not very digitalized – that is the state of the rail network. Many rail passengers experience this every day when trains are late or cancelled. But at many train stations, people don’t like waiting because of their condition.
All of this is set to improve gradually in the coming years. The general renovation of the “high-performance corridors” means that important routes will be completely renovated and equipped with the latest technology in one go – instead of repairing individual sections one by one. The result, however, is that the routes will be closed completely for this.
Biggest problem child starts
From mid-July, the Riedbahn between Frankfurt and Mannheim will be the first route to be completely renovated and will be completely closed until mid-December. The cost of this alone: around 1.3 billion euros. The Riedbahn is the biggest problem child in the rail network and the most frequently used corridor in Germany, said Wissing. “We have a lot of international transit traffic on it, but also all the traffic from north to south Germany. And this route is extremely dilapidated.” There are one or more operational disruptions practically every day.
The second route will be the one between Hamburg and Berlin, from August 2025 to April 2026, and will also be completely closed during this period.
“I assume that every renovated corridor will be virtually free of disruptions afterwards,” said Wissing. If there are no disruptions on the route, no more delays are to be expected. “Of course, with every mode of transport there are always environmental influences or extreme weather conditions that lead to difficulties, but these are exceptions.”
Wissing: Replacement transport “deluxe”
The local trains on the Riedbahn will be cancelled completely during the renovation and will be replaced by buses. Long-distance trains will be diverted, which will increase travel times. The Hessian Transport Minister Kaweh Mansoori (SPD) spoke of a major undertaking for commuters with regard to the renovation. “But it is worth it in terms of greater reliability and punctuality on the railways.”
Wissing said the replacement service would be “a kind of deluxe rail replacement service” compared to the normal replacement service. “The buses will be equipped with high-quality equipment, with toilets, WiFi and so on, so that customers feel comfortable on the replacement service over these five months and then return when the train is fit enough to run on time again.” After the renovation, the situation will improve “suddenly”.
Legal reform passed
The legal reform was passed on Friday so that the federal government can invest billions in the general renovation. This means that the federal government can also contribute directly to the costs of upkeep and maintenance of the rail network – and not just to construction projects. According to an agreement in the mediation committee of the Federal Council and the Bundestag, the states are to bear 50 percent of the costs for the rail replacement service, the federal government 40 percent and the railway 10 percent.
Countries want more money
Regionalization funds would have to be increased for replacement transport and other tasks, said Baden-Württemberg Transport Minister Winfried Hermann (Greens). With these billions in federal funds, states and associations order services from transport companies. Bavaria’s Transport Minister Christian Bernreiter (CSU) said that if the states did not receive additional funds, they would have to cancel services. The states have long been calling for a significant increase in regionalization funds.
However, difficult budget negotiations are currently taking place within the federal government, with Finance Minister Christian Lindner (FDP) insisting on savings targets. The additional 45 billion euros that the railways need to renovate the infrastructure have not yet been raised either, although the traffic light coalition has so far pledged around 30 billion euros.
General renovation – and what else?
There are not only high-capacity corridors, but also many regional transport routes that urgently need to be upgraded, said Bernreiter. Due to pressure from the states, funds could now also be used for the rest of the rail network.
Peter Westenberger, managing director of the freight railway association Network of European Railways, said that the renovation of the heavily used 15 percent of the rail network was undoubtedly essential – but that this could not be the answer to all questions. Much more, namely half of the network, was in need of renovation. “If the signal box or the overhead line near Heidelberg is defective again, by the end of the year freight and long-distance trains will be delayed when they arrive on the renovated Riedbahn and then continue on to Hamburg or Cologne.” Westenberger also spoke of a lack of staff, for example at signal boxes.
Source: Stern
