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FROM EVERYWHERE TO EVERYWHERE. THE FUTURE CLOCK-FACE SCHEDULE IN GERMANY

Every hour, at the same time, all over Germany! People travel more often by
train if the service is correct. Key elements are intelligent and coordinated
trains connections in train stations.

Half of the long-distance travelers in Germany use local transport on their
journey to reach their destination. This means that one should not focus solely
on the main lines traffic. What is the point of a trip from Buxtehude to
Cottbus, with an ICE between Hamburg and Berlin at 230 km/h, if the traveler
must to wait more than three quarters of an hour on the platform for connection?
So there would be no clock-face schedule in Germany?

Not the same requirements

In reality, the clock-face schedule is operated on two separate commercial
segments. The first concerns long-distance traffic entirely managed by Deutsche
Bahn and its many ICEs. Since 1979, Deutsche Bahn has been offering connections
every hour between the big German cities, with the success we all know. So far,
the idea was that few long-distance travelers would take a local train to
continue their journey. This is the principle of air travel.

Long distance customers do not have the same needs as regional commuters (april
2018, Berlin-Hbf, photo Mediarail.be)

The second segment is the local traffic: it is not the same customers. Deutsche
Bahn managed – and still manages – this traffic separately, without paying too
much attention to long-distance segment travelers. The main argument that is
often defended is that local customers have other expectations compared to
long-distance customers. It is therefore necessary to construct timetables
adapted to school hours, offices, etc.

The networks that have adopted the clock-face schedule have shown that it favors
connections and that it increases traffic, as in the Benelux countries or in
Switzerland. The Lander have also built a clock time schedule on the regional
segment, adapted to the requests of their customers. What is problematic is the
coincidence between the arrival of the long-distance Intercity and the immediate
connections with the local trains. In some cases, there is a gap of 20 to 40
minutes, which is dissuasive for the long-distance traveler.

All regional or local lines do not necessarily have one train per hour (photo
Schnitzel_bank via license flickr)

From everywhere to everywhere

Associations have taken up this problem of connections between long-distance
trains and local traffic. In 2008, the VCD (Verkehrsclub Deutschland), an
environmental association, as well as other German associations, founded the
« Deutschland-Takt » initiative (literally the « German clock »). The future of
transport in Germany is becoming clearer every day: more inhabitants tomorrow
means more trips and a carbon footprint that must absolutely be controlled. For
this growth of travel to be sustainable, we must move the population as much as
possible towards trains services. But the rail network is not able today to
absorb this growth.

The concept: adding long-distance traffic (fernverkehr), various regional Lander
traffic (nahverkehr) and freight flows (Güterverkehr)

In 2015, the project is taken seriously. A study by the Federal Ministry of
Transport concludes that a clock-face schedule in Germany is possible. The
report states that this concept will increase the number of connections and
reduce the total duration of journeys. The German clock time schedule is to make
the railway system more attractive for a large number of people by means of
tailor-made synchronization of the network in passenger rail transport. The
trains must be running at regular intervals, for example every 30 or 60 minutes,
and go to each hub stations in Germany. They leave after a short time to avoid
waiting and transfer time too long. This connected network multiplies the
connections and therefore the attractiveness of the railways. In rail freight
transport, the introduction of an clock time schedule should allow for greater
train path availability. Enak Ferlemann, Secretary of State at the Ministry of
Transport, conveys the vision of the federal government for the year 2030 and
told Die Welt: ‘The railway will have state-of-the-art trains, be on time, will
no longer produce greenhouse gas emissions and will offer much better supply
than today, especially in metropolitan areas.’ In theory…

 

Le concept d’horaire cadensé, en graphique…

To take the realities into account

The clock-face schedule is not a miracle pill. Current realities of the
infrastructure and the reliability of the trains also count for a lot. At the
moment, the German rail network can count on nearly 1000 worksites per day.
Punctuality is catastrophic: less than 70% of trains arrive on time while
Deutsche Bahn has already set a rate of 85% for years. Only one on six ICE
initially works without technical problems (toilets or air conditioning down, no
restaurant, missing car, bad maintenance, faulty reservation system, etc.). It
is the CEO of the DB, Richard Lutz, who says it. Added to this is a growing
number of « non-railway » incidents, such as theft of cables or people along the
tracks. Whereas rail traffic is paralyzed, highways do not have these problems.
And the citizen knows it: with the Waze app, the citizen is able to bypass
incidents and traffic jams…

These negative elements strongly degrade the clock-face schedule, since the
schedule is no longer respected. Except in one case: when the local traffic is
composed of a train every 15 minutes, the delay of an ICE is « less serious ».
But such local traffic only exists on regional high-traffic lines, around big
cities like Düsseldorf, Frankfurt, Berlin or Munich. For lower traffic lines,
the Lander build generally schedules with one train per hour. In this case, the
delay of an ICE is much more problematic. In the best case, the local train is
waiting for the latecomer. But it irritates the local commuters who suffer a
delay that does not concern them!

In large cities, the amount of S-Bahn does not pose a problem of connections
(Berlin-Hbf, photo Mediarail.be)

At the political level, the Lander are responsible – and pay – for local train
traffic. They are very attentive to the quality of the service and the
punctuality provided by their operators. They do not intend to « pay » for the
setbacks of the national DB by delaying « the trains of their own voters », as
recalled by a fiery regional minister.

Moreover, the question arises of which compensation that should be paid when
local operators, ready to leave and perfectly on time, are ordered to wait for
an Intercity late. These details are not regulated everywhere in the same
manner. It is true that the question also arises in the opposite direction.
Should an Intercity wait for a local train late? On another scale, we know that
buses often wait for trains, but that trains never wait for buses late because
they paralyze the tracks …

Upcoming improvements

Improvements for a clock-face schedule involve infrastructure solutions and the
adoption of digital tools. This is what Enak Ferlemann recalls: ‘The
construction of new tracks is expensive, the approval process is long and faces
fierce resistance from the inhabitants.’ Putting more trains on existing tracks
‘means that current control and safety technology of signalization needs to be
replaced by electronic systems, which means that trains can travel at shorter
intervals, allowing for more dense traffics. Therefore, the railways must be
digitized section per section. It is expected that it will increase rail
capacity by 20%. I think it’s too optimistic. If we reach 10%, it would be
good.’ says the Secretary of State.

The other part is the reliability of the trains, denounced by the CEO of the DB.
Digital tools can help. But they cannot solve all problems encountering either.
Team management in the workshops will have to be adapted, which is often a
problem at the social level.

The clock-face schedule can obviously extend to urban transport and local buses.
That becomes a large public transport organized and connected. But how to deal
with incidents of only one operator of the chain? That’s the whole question. The
concept of Mobility As A Service (MaaS) should be an help. But the MaaS presents
in real time only what is actually operational and available. This is not a
problem around the big cities, where service offers are plentiful. In case of
incident, we can fall back on other choices. This is not the case in less
urbanized areas, where the offers would remain weaker, MaaS or not.

The clock-face schedule is in any case part of the BVWP 2030 government plan.
41.3% of the projects are for rail transport and alone represent around € 109.3
billion. Which is considerable. It is no longer a question of engaging in
sumptuary spending, but to upgrade the rail network.

The rail part of the BVWP 2030 plan. In red, urgent needs in infrastructure
rehabilitation… (photo BMVI)

Deutsche Bahn, meanwhile, must put pressure on quality and operating costs. It
has lost 27% of regional traffic over the last decade, to other companies that
can make the train cheaper and more efficient. The DB faces a vast shortage of
train drivers. The job maybe have to be upgraded but without creating
billionaire employees, which would have an impact on the ticket prices. Digital
tools will also be able to evolve the whole sector, such as semi-automated
driving, predictive maintenance, traveler orientation and mobile service
offerings.

Regarding the latter theme, Secretary of State Enak Ferlemann wonders: ‘Of
course, passengers want a door-to-door service, so a complete chain of
transport. The question is whether Deutsche Bahn has to offer a complete offer,
from the train to the bike and the rental car. Or if the company should focus
only on its core business and if other operators could take over the last few
miles.’ The federal government’s job will be to ensure that the interfaces work
perfectly when changing means of transport. A huge challenge …



 

References

Die Welt : Jetzt soll der „Deutschland-Takt“ die Bahn retten

The BVWP 2030 plan

Deutschland-Takt – Immer gut verbunden

Infrastruktur für einen Deutschland-Takt im Schienenverkehr

https://deutschland-takt.de/

VVO online

 




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FRÉDÉRIC DE KEMMETER

Cliquez sur la photo pour LinkedIn Analyste ferroviaire & Mobilité - Rédacteur
freelance - Observateur ferroviaire depuis plus de 30 ans. Comment le chemin de
fer évolue-t-il ? Ouvrons les yeux sur des réalités plus complexes que des
slogans faciles http://mediarail.be/index.htm Voir tous les articles par
Frédéric de Kemmeter

Publié le 7 octobre 20189 octobre 2018Auteur Frédéric de KemmeterCatégories
Transport policyMots-clés Bahn, ClimateChange, Deutsche Bahn, Deutschland Takt,
innovation, Mobilität, MobilityasaService, railways, Regional railways,
Verkehrspolitik


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