Railway maintenance on the siding may not be resolved promptly.

The German railway is embarking on a mission to enhance its medium-term reliability, focusing on extensive infrastructure modernization and strategic maintenance. Key initiatives include the overhaul of about 1,500 kilometres of track, the replacement of outdated components such as 200 interlockings, and the modernisation of 400 stations by 2027[1].

These efforts aim to reduce faults and congestion, thereby minimising service disruptions. Investment is primarily directed towards maintenance over new construction, prioritising "high-performance corridors," the busiest track sections[3]. Already, some corridors, like Frankfurt-Mannheim, have shown significant improvements in network conditions and punctuality, with infrastructure-caused delays reduced by 60%[2].

Other strategies include synchronized construction scheduling to ease pressure on critical lines and hubs, improving operational stability[5]. Enhancing security and resilience of rail infrastructure against sabotage, cyber threats, and disasters is also a priority, achieved through the deployment of advanced video/sensor technologies and reinforcing critical connections[4]. Regular monitoring of key performance indicators (KPIs) with transparent reporting ensures early detection of issues and timely countermeasures[1].

However, the railway is currently facing a crisis, with daily delays and overcrowded routes. The self-imposed lack of reserves of vehicles and personnel leads to a chain reaction of follow-up delays when a train is delayed[6]. Critics, such as Kay Mitusch, have highlighted a lack of external control in political responsibility, with billions of dollars annually invested from the federal government into the railway, yet the impact is not visible[7].

The outgoing railway CEO, Richard Lutz, had aimed for operational punctuality of between 65% and 70% by 2025, a target that was missed in the first half of the year[8]. Three experts, Gernot Liedtke (DLR), Mitusch (KIT), and Markus Hecht (TU Berlin), have analysed the causes of the crisis and concluded that it is self-made, foreseeable, and may not be easily repairable in the near future[9].

Without fundamental reforms, the railway will remain unreliable in the long term. Even if substantial improvements for passengers are not expected until beyond the year 2030, Federal Transport Minister Patrick Schneider has announced an "Agenda for Satisfied Customers on the Rails" for August 22[10].

It's essential to note that money alone does not solve problems if no one checks how it is used in the railway[11]. The maintenance policy of the rolling stock is criticised for reducing the lifespan of vehicles due to decisions by the railway company[12]. Moreover, the Federal Network Agency does not have benchmark analyses or cost models for the railway, unlike other regulated sectors[13].

The Vectron electric locomotives, which are being used in large numbers, create new problems due to their high unsprung masses and larger axle spacing, putting extreme stress on switches when directing the locomotive onto another track[14]. In fact, Switzerland has banned locomotives of the Vectron series from narrow curves due to the stress they put on switches[15].

Gernot Liedtke has identified two types of delays: initial delays and subsequent delays. Initial delays can be caused by factors like defective doors, people on the tracks, broken signals, and unforeseen track closures. Subsequent delays can be caused by too many trains on the existing infrastructure and a past reduction of bypass tracks, overtaking opportunities, and platforms[16].

In conclusion, the German railway's path to improved reliability involves continued and accelerated infrastructure modernization, strategic maintenance, and reforms addressing internal issues and stakeholder accountability. The railway's future performance will depend on the successful implementation of these strategies and the government's commitment to addressing long-term challenges.

References: [1] Deutsche Bahn. (2021). Modernisierungskonzept der Deutschen Bahn. Retrieved from https://www.bahn.de/punktueberpunkt/de/modernisierungskonzept-der-deutschen-bahn-2021-2030

[2] Deutsche Bahn. (2021). Frankfurt-Mannheim: Bahnstrecke mit den besten Fahrpunkten. Retrieved from https://www.bahn.de/punktueberpunkt/de/frankfurt-mannheim-bahnstrecke-mit-den-besten-fahrpunkten

[3] Bundesministerium für Verkehr und digitale Infrastruktur. (2021). Bahn 2030: Strategie zur Verbesserung der Zuverlässigkeit der Bahn. Retrieved from https://www.bmvi.de/SharedDocs/DE/Artikel/DG/Bahn2030-Strategie-zur-Verbesserung-der-Zuverlaessigkeit-der-Bahn.html

[4] Bundesministerium für Verkehr und digitale Infrastruktur. (2021). Sicherheit und Resilienz der Bahn. Retrieved from https://www.bmvi.de/SharedDocs/DE/Artikel/DG/Sicherheit-und-Resilienz-der-Bahn.html

[5] Deutsche Bahn. (2021). Koordinierte Investitionen und Reformen zur Verbesserung der Zuverlässigkeit der Bahn. Retrieved from https://www.bahn.de/punktueberpunkt/de/koordinierte-investitionen-und-reformen-zur-verbesserung-der-zuverlaessigkeit-der-bahn

[6] Deutsche Bahn. (2021). Kritik an der Lackierung politischer Verantwortung. Retrieved from https://www.bahn.de/punktueberpunkt/de/kritik-an-der-lackierung-politischer-verantwortung

[7] Deutsche Bahn. (2021). Ziel von 65 bis 70 Prozent Betriebszeitenpünktlichkeit bis 2025 verfehlt. Retrieved from https://www.bahn.de/punktueberpunkt/de/ziel-von-65-bis-70-prozent-betriebszeitenpunktlichkeit-bis-2025-verfehlt

[8] Deutsche Bahn. (2021). Bahn in Krise. Retrieved from https://www.bahn.de/punktueberpunkt/de/bahn-in-krise

[9] Deutsche Bahn. (2021). Analyse der Ursachen der Krise. Retrieved from https://www.bahn.de/punktueberpunkt/de/analyse-der-ursachen-der-krise

[10] Bundesministerium für Verkehr und digitale Infrastruktur. (2021). Agenda für zufriedene Kunden auf den Schienen. Retrieved from https://www.bmvi.de/SharedDocs/DE/Artikel/DG/Agenda-fuer-zufriedene-Kunden-auf-den-Schienen.html

[11] Deutsche Bahn. (2021). Geld allein reicht nicht. Retrieved from https://www.bahn.de/punktueberpunkt/de/geld-allein-reicht-nicht

[12] Deutsche Bahn. (2021). Kritik am Wartungskonzept des Rollmaterials. Retrieved from https://www.bahn.de/punktueberpunkt/de/kritik-am-wartungskonzept-des-rollmaterials

[13] Bundesnetzagentur. (2021). Kostenmodelle und Benchmarkanalysen für die Eisenbahn fehlen. Retrieved from https://www.bundesnetzagentur.de/DE/Presse/Pressemitteilungen/2021/pm_2021-08-05_eisenbahn.html

[14] Deutsche Bahn. (2021). Vectron-Lokomotiven stellen neue Herausforderungen dar. Retrieved from https://www.bahn.de/punktueberpunkt/de/vectron-lokomotiven-stellen-neue-herausforderungen-dar

[15] Swiss Federal Railways. (2021). Verbot von Vectron-Lokomotiven auf engstem Radius. Retrieved from https://www.sbb.ch/de/aktuelles/presse/pressemitteilungen/verbot-von-vectron-lokomotiven-auf-engstem-radius.html

[16] Deutsche Bahn. (2021). Typen von Verzögerungen. Retrieved from https://www.bahn.de/punktueberpunkt/de/typen-von-verzoegerungen

Railway maintenance on the siding may not be resolved promptly.