Rail transport in Germany
As of 2021[update], Germany had a railway network of 33,399 kilometres (20,753 mi), of which 20,540 kilometres (12,760 mi) were electrified and 18,556 kilometres (11,530 mi) were double track.[2] Germany is a member of the International Union of Railways (UIC). The UIC Country Code for Germany is 80.
| Rail transport in Germany | |||||
|---|---|---|---|---|---|
An ICE 3 approaching Köln Hauptbahnhof | |||||
| Operation | |||||
| National railway | Deutsche Bahn | ||||
| Statistics | |||||
| Ridership | 2.87 billion (2018)[1] | ||||
| Passenger km | 97.8 billion (2018)[1] | ||||
| Freight | 116 billion tkm (2018)[1] | ||||
| System length | |||||
| Total | 33,399 kilometres (20,753 mi) (2022, Deutsche Bahn only)[2] | ||||
| Double track | 18,556 kilometres (11,530 mi) (2022, Deutsche Bahn only)[2] | ||||
| Electrified | 20,540 kilometres (12,760 mi) (2022, Deutsche Bahn only)[2] | ||||
| Track gauge | |||||
| Main | 1,435 mm (4 ft 8+1⁄2 in) | ||||
| Electrification | |||||
| Main | 15 kV 16.7 Hz S-Bahn Berlin 750 V S-Bahn Hamburg 1200 V | ||||
| |||||
Germany was ranked fourth among national European rail systems in the 2017 European Railway Performance Index assessing intensity of use, quality of service and safety.[3] Germany had a very good rating for intensity of use, by both passengers and freight, and good ratings for quality of service and safety.[3] Germany also captured relatively high value in return for public investment with cost to performance ratios that outperform the average ratio for all European countries.[3]
Germany's rail freight of 117 billion tons/kilometer meant it carried 17.6% of all inland German cargo in 2015.[4]
Overview edit
In 2018, railways in Germany transported the following amount of passengers and freight.[1]
| Passenger/payload-distance | Passenger/payload | Average distance | ||
|---|---|---|---|---|
| Passenger | Long-distance | 42,886,000,000 pkm | 148,629,000 | 289 km |
| Local | 54,919,000,000 pkm | 2,724,800,000 | 20 km | |
| Sum | 97,805,000,000 pkm | 2,873,429,000 | 34 km | |
| Freight | 116,273,000,000 tkm | 354,430,000 t | 328 km | |
In 2014 (local passenger) and 2015 (other), there were the following amount of railway cars in Germany.[5]
| Passenger | Freight | Sum | ||||
|---|---|---|---|---|---|---|
| Long-distance | Local | |||||
| High speed | Other | Railways | Tramways | |||
| EMUs | 143 | 5581 | 6371 | 12114 | ||
| DMUs | 19 | |||||
| Electric locomotives | 164 | 228 | 1142 | 1627 | 4174 | |
| Diesel locomotives | 29 | 984 | ||||
| Carriages | 972 | 1706 | 4397 | 786 | 8013 | |
| Control cars | 45 | 107 | ||||
| Wagons | 141143 | 141143 | ||||
Deutsche Bahn (state-owned private company) is the main provider of railway service. In recent years a number of competitors have started business. They mostly offer state funded regional services, but some companies offer long-distance services as well. In 2016, Deutsche Bahn had a share of 67% in the regional railway market and 68.6% in the inland freight market.[6] As of October 2016, there were 452 railway operators registered in Germany, among them 124 regional passenger operators, 20 long-distance operators, and 163 freight operators.[6]
In 2018, public sector funding accounted for 25.6% of the cost of short-distance passenger transport including all rail and bus services.[7] The long-distance market generally does not require government funding.[8]
Special scheme edit
In June, July and August 2022, there was a special ticket called the 9-Euro-Ticket, which was a ticket with which passengers could travel for 9 Euros per month on local and regional transport throughout Germany. The initiative aimed to reduce energy consumption during the global energy crisis in 2021–2022 and alleviate the costs of living for people. Some criticized the enterprise, saying it led to overcrowding of trains at some points.
Long distance Deutsche Bahn services edit
- InterCity-Express – high speed train, largely national but some routes to the Netherlands, Belgium, Switzerland, Austria, France, and Denmark
- EuroCity – international long-distance trains
- InterCity – national long-distance trains
- EuroNight – international night trains
InterRegio services, introduced in 1988 to replace the former Schnellzug and InterCity, were abolished in 2003. UrlaubsExpress, national night trains to the Alps and the Baltic Sea during vacation times, were abolished in 2007.
Deutsche Bahn is gradually increasing the percentage of InterCity-Express services and downgrading the remaining InterCity services to the role formerly played by InterRegio.
Other long distance services edit
- Thalys – high-speed services to Belgium and France, using modified French TGV trains
- Veolia Verkehr (Now merged into Transdev) – offered services on certain former InterRegio routes until 2014
- Cisalpino – to Italy, service discontinued mid-December 2006
- Flixtrain operates a handful of long distance trains; Flixtrain is a subsidiary of Flixbus, mostly an operator of Long Distance buses
Regional and local services edit
Regional and local rail traffic is organised and funded (as the fares usually do not cover the running costs) by the federal states. The usual procedure under EU legislation is to award the contract to the lowest bid by means of a tender procedure. The respective states are free to announce short- or long-term contracts as well as to stipulate further conditions such as on rolling stock. In recent years, many bids have been won by private rail companies like NordWestBahn or Arriva, although some states have awarded long-term contracts to local DB Regio subsidiaries. The train types for regional and local traffic are as follows.
- Regional-Express and InterRegio-Express – medium-distance semi-fast trains for regional services
- Regionalbahn – basic local service, usually calling at all stations
- S-Bahn – suburban rail services mostly provided by Deutsche Bahn
- U-Bahn – underground train services provided by the various cities' transport bodies (not Deutsche Bahn)
- Tram/light rail services – in a few major cities these run underground in the city centre (often called Stadtbahn, especially if they have been upgraded to railway standards)
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- Class 146 pulling double-decker coaches
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- Stadler FLIRT EMU of Vias
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History edit
The earliest form of railways, wagonways, were developed in Germany in the 16th century. A wagonway operation was illustrated in Germany in 1556 by Georgius Agricola (image right) in his work De re metallica.[9] This line used "Hund" carts with unflanged wheels running on wooden planks and a vertical pin on the cart fitting into the gap between the planks to keep it going the right way. The miners called the wagons Hunde ("dogs") from the noise they made on the tracks.[10] Such wagonways soon became very popular in Europe.
Modern German rail history officially began with the opening of the steam-hauled Bavarian Ludwig Railway between Nuremberg and Fürth on 7 December 1835. The first long distance railway was the Leipzig-Dresden railway, completed on 7 April 1839. The following years saw a rapid growth: By the year 1845, there were already more than 2,000 kilometres (1,200 mi) of railroads in Germany, and ten years later that number was above 8,000.
German unification in 1871 stimulated consolidation, nationalization into state-owned companies, and further rapid growth.[11] Unlike the situation in France, the goal was support of industrialization, and so heavy lines crisscrossed the Ruhr and other industrial districts and provided good connections to the major ports of Hamburg and Bremen. By 1880, Germany had 9,400 locomotives pulling 43,000 passengers and 30,000 tons of freight, and forged ahead of France.[12] 1915 Leipzig Hauptbahnhof had become one of the largest stations worldwide.
Under the Weimar Republic, the Deutsche Reichseisenbahnen (later Deutsche Reichsbahn) was created on 1 April 1920.
During the Second World War, austere versions of the standard locomotives were produced to speed up construction times and minimise the use of imported materials. These were the so-called war locomotives (Kriegslokomotiven and Übergangskriegslokomotiven). Absent a good highway network and trucks, the Germans relied heavily on the railways, supplemented by slower river and canal transport for bulk goods.[13]
After the war, the German railway system was split into the Deutsche Bundesbahn of West Germany and the Deutsche Reichsbahn of East Germany.
In 1989, the Berlin Wall fell. Train frequency rapidly increased on the existing East/West corridors; closed links which had formerly crossed the border were re-opened. On 3 October 1990, Germany was reunified; however, this was not immediately the case with the railways. Administrative and organisational problems led to the decision to completely re-organise and reconnect Germany's railways. The so-called Bahnreform (Railway Reform) came into effect on 1 January 1994, when the two state railways were formally reunited to form the current German Railway Corporation (Deutsche Bahn).[14] At the time the Bahnreform was seen as a "first step" towards future railway privatization and Deutsche Bahn operates as a joint stock company (AG) even though the federal government owns all stocks. However, plans for privatization were delayed by the Great Recession and ultimately cancelled altogether. The railway sector was however liberalized insofar as Deutsche Bahn lost its railway monopoly status in 1996;[15] regional services are now subject to open bidding ("Regionalisierung" or "regionalization", as the responsibility for local rail services was transferred from the federal government to the 16 state governments) whereas long distance services are subject to open access operation. However, while the share of DB in the market of regional rail has declined since 1994 - in the context of an overall expanding market of regional rail service - the vast majority of long distance trains are still operated by or in cooperation with Deutsche Bahn AG.
The German railways were long protected from competition from intercity buses on journeys over 50 km. However, in 2013, this protection was removed,[16] leading to a significant shift from rail to bus for long journeys.[17]
Track gauges edit
| Gauge | Notes | ||
|---|---|---|---|
| Name | Metric (mm) | Imperial | |
| 1,800 | 5 ft 10+7⁄8 in | Oberweißbacher Bergbahn (funicular section only)[18] | |
| Irish gauge | 1,600 | 5 ft 3 in | Grand Duchy of Baden State Railway 1840–1855[18] |
| Russian gauge | 1,520 | 4 ft 11+5⁄6 in | Only at Sassnitz/Mukran ferry terminal for freight train ferries to Klaipėda and Baltijsk |
| 1,458 | 4 ft 9+2⁄5 in | Leipziger Verkehrsbetriebe AG | |
| 1,450 | 4 ft 9+1⁄5 in | Dresdner Verkehrsbetriebe AG | |
| Standard gauge | 1,435 | 4 ft 8+1⁄2 in | The standard gauge both domestically and internationally |
| Metre gauge | 1,000 | 3 ft 3+3⁄8 in | Harz Narrow Gauge Railways, trams |
| 900 | 2 ft 11+7⁄16 in | Mecklenburgische Bäderbahn Molli | |
| 750 | 2 ft 5+1⁄2 in | Lößnitzgrundbahn; Weißeritztalbahn; Döllnitzbahn GmbH; Zittauer Schmalspurbahn; Fichtelbergbahn | |
Platform height edit
The European Union Commission issued a TSI (Technical Specifications for Interoperability) on 30 May 2002, (2002/735/EC) that sets out standard platform heights for passenger steps on high-speed rail. These standard heights are 550 mm and 760 mm.[19][note 1]
In Germany new builds are 550 mm and 760 mm. Mecklenburg-Vorpommern has new builds with 550 mm.[21] Hesse, NRW, Berlin had new builds with 760 mm.[21]
Rail links to adjacent countries edit
Germany has rail links with the following countries. All are to countries of the same gauge (1435 mm), although electrification (15 kV AC 16.7 Hz) and other systems such as signalling may differ.
- Denmark — voltage change to 25 kV AC 50 Hz
- Poland — voltage change to 3 kV DC
- Czech Republic — voltage change to 3 kV DC
- Austria — same voltage
- Switzerland — same voltage, but different pantographs
- France — voltage change to 25 kV AC 50 Hz (no direct connection to France's 1500 V DC network)
- Luxembourg— voltage change to 25 kV AC 50 Hz
- Belgium — voltage change to 3 kV DC
- The Netherlands — voltage change to 1500 V DC or 25 kV AC 50 Hz (at Emmerich/Zevenaar; for trains to Arnhem, a further change to 1500 V DC follows)
International passenger trains edit
Local border services are not listed.
- (Westerland/Kiel —) Hamburg — Berlin — Prague (— Budapest)
- ICE 12: Berlin — Frankfurt am Main — Basel — Interlaken/Zürich
- ICE 20: Kiel — Fulda — Basel — Chur
- IC 30: (Westerland/Flensburg/Greifswald —) Hamburg — Cologne — Mannheim — Basel — Zürich
- IC 32: Münster/Dortmund — Stuttgart — Salzburg — Klagenfurt
- ICE 43: Amsterdam/Dortmund — Cologne — Basel
- IC 60/RJ 90: (Basel —) Karlsruhe — Munich (— Salzburg)
- EC 62: Saarbrücken/Frankfurt — Stuttgart — Salzburg — Klagenfurt/Graz
- Frankfurt am Main — Strasbourg/Basel
- IC 76: Aarhus/Copenhagen Central Station — Hamburg Hbf
- IC 77: Amsterdam Centraal — Berlin Ostbahnhof
- ICE 78: Amsterdam Centraal — Frankfurt
- ICE 79: Brussels — Frankfurt am Main
- ICE/TGV 82: Paris — Saarbrücken/Frankfurt am Main
- ICE/TGV 83: Paris — Munich
- TGV 84: Marseille — Frankfurt am Main
- ECE 85: Frankfurt am Main — Basel — Milan
- IC 87: Stuttgart — Zürich
- EC 88: Munich - Zürich
- EC 89: Munich — Verona (— Bologna/Venice)
- ICE 91: (Dortmund —) Frankfurt — Vienna
- EC 95: Berlin — Warsaw/Gdynia
- ALX: Munich — Prague
- Berlin — Malmö (night train)
- Berlin/Hamburg — Zürich (night train)
- Hamburg/Düsseldorf — Vienna/Innsbruck (night train)
- Vienna — Berlin (night train)
- Budapest — Munich (night train)
- Munich — Venice/Milan/Rome (night train)
- Munich — Zagreb/Rijeka (night train)
- Berlin — Moscow (night train) (discontinued)
- Berlin-Amsterdam-Brussels (European Sleeper)
See also edit
Notes edit
- ^ In reference to EU documentation on interoperability of trans-national high speed rail (see EU Directive 96/48/EC) platform height is measured from the top of the running surface of the rail.[20]
References edit
- ^ a b c d Statistisches Bundesamt (Destatis) (2019-11-29). "Fachserie 8 Reihe 2 - Verkehr - Eisenbahnverkehr - 2018" (PDF). p. 4. Retrieved 2021-09-05.
- ^ a b c d "Railway Statistics 2022 Report" (PDF).
- ^ a b c "the 2017 European Railway Performance Index". Boston Consulting Group. 8 January 2021.
- ^ "Is the German Rail Freight System broken? A portrait of DB Cargo | Combined Transport". 4 September 2017.
- ^ Statistisches Bundesamt (Destatis) (2021-03-18). "Fachserie 8 Reihe 2.1 - Verkehr - Eisenbahnverkehr - Betriebsdaten des Schienenverkehrs - 2019" (PDF). pp. 10–11. Retrieved 2021-09-05.
- ^ a b Barrow, Keith (2017-09-01). "German Monopoly Commission challenges DB dominance". International Railway Journal: Rolling Stock. Simmons-Boardman Publishing Inc. Retrieved 2021-09-12.
- ^ Verband Deutscher Verkehrsunternehmen. "VDV-Statistik 2019". p. 36. Retrieved 2021-09-12.
- ^ (PDF). Archived from the original (PDF) on 2015-11-27. Retrieved 2015-10-29.
- ^ Georgius Agricola (trans Hoover), De re metallica (1913), p. 156.
- ^ Lee, Charles E. (1943). The Evolution of Railways (2 ed.). London: Railway Gazette. p. 16. OCLC 1591369.
- ^ by Colleen A. Dunlavy, Politics and Industrialization: Early Railroads in the United States and Prussia (1994).
- ^ Allan Mitchell, Great Train Race: Railways and the Franco-German Rivalry, 1815-1914 (2000)
- ^ Alfred C. Mierzejewski, The most valuable asset of the Reich. A history of the German National Railway: Vol 1: 1920-1932 (1999); Vol 2: 1933-1945 (2000)
- ^ Lutz, Friedrich; Lange, Bernd & Müller, Matthias (2003). "DB launches new locomotive strategy". International Railway Journal. 43 (11): 42.(subscription required)
- ^ Berlich, Carolin; Daut, Felix; Freund, Anna C.; Kampmann, Andrea; Killing, Benedict; Sommer, Friedrich & Wöhrmann,Arnt (2017). "Deutsche Bahn AG: a former monopoly off track?". The CASE Journal. 13: 25–58. doi:10.1108/TCJ-07-2014-0051.
- ^ . 2018-01-25. Archived from the original on 2018-03-25. Retrieved 2015-10-26.
- ^ Logistics, Oliver Wyman on Transportation &. "European Bus Upstarts Snatch 20% of Passengers from Rail". Forbes.
- ^ a b Rieger, Bernhard (2006-04-23). . Archived from the original on 2008-01-07. Retrieved 2007-11-29.
- ^ 2002/735/EC , sections 7.3.4 and 4.2.5
- ^ "Commission Recommendation of 21 March 2001 on the basic parameters of the trans-European high-speed rail system referred to in Article 5(3)(b) of Directive 96/48/EC". eur-lex.europa.eu. European Union. 21 March 2001. section 6.1.
Platform height is measured between the track running surface and the platform surface along the perpendicular
- ^ a b "104_barriere.pdf" (PDF). pro-bahn.de (in German). Retrieved 21 August 2023.
Further reading edit
- Fender, Keith (2022). Germany's Railways: 30 Years After Re-Unification. World Railways Series, Vol 3. Stamford, Lincs, UK: Key Publishing. ISBN 9781913870065.
External links edit
- German rail transport gallery