Timely and reliable train services are crucial for effective transportation transition, which hinges on digitizing rail systems. Despite plans for nationwide implementation of digital control under ‘Digital Rail Germany,’ progress has been slow, leading to potential halts in digitization efforts. The European Train Control System (ETCS) aims to enhance track capacity and reduce delays, yet challenges persist, including outdated signal boxes and increased costs. Coordination between railway stakeholders and government is disorganized, highlighting the urgent need for decisive federal action.
Timely, dependable, and an increase in train services – these are essential ingredients for a successful transportation transition. Achieving this requires not just significant renovations but also the digitization of rail systems. Unfortunately, progress has been sluggish.
“By digitizing rail infrastructure, we can address numerous challenges,” explains Hans Leister, a Berlin-based expert and consultant specializing in railway development with a focus on digitization. He elaborates on the advantages for commuters: “Picture two trains approaching the same track from opposite directions. Traditionally, one train would have to halt and wait for the track to clear.” With the introduction of digital train control, this scenario could transform. “Now, one train could be instructed to reduce its speed by 20 kilometers per hour, seamlessly slotting in behind the other train.”
A significant portion of delays is attributed to trains stopping on open tracks. Intelligent digital control aims to eliminate this issue. Since 2018, there has been a plan for nationwide implementation of this technology under the initiative known as ‘Digital Rail Germany.’ However, a recent investigation has indicated that there are plans to temporarily halt this digitization strategy, as per documents revealed by SWR. Experts assert that decisive action from the federal government is necessary.
By 2030, there are ambitious goals to electrify three-quarters of the rail network. However, current statistics suggest that meeting this target will be a challenge.
Enhanced Track Capacity
The advantages extend beyond just punctuality: the new technology promises increased reliability and reduced intervals between trains. Presently, trains rely on signal systems located along the tracks, which dictate whether the next stretch of track is clear, necessitating a maintained distance. With the implementation of the European Train Control System (ETCS), train drivers will have real-time visibility on their cab screens regarding track clearance and permissible speeds. The outcome? The intervals can be shortened, allowing for a higher frequency of trains on the tracks. The railway industry anticipates a capacity increase of 20 to 35 percent without needing to lay new tracks.
However, achieving this requires two critical components: the guiding system for trains must be extensively upgraded to ETCS standards, impacting both tracks and rolling stock. Additionally, the existing signal box technology must be replaced with modern digital signal boxes. Given the current strain on the track network, many railway engineers deem this transformation essential.
Japan is renowned for its train punctuality, a standard that the railway industry claims is unattainable in Germany.
The New European Standard
The state of Germany’s transport infrastructure is subpar. Progress on renovation efforts remains a pressing concern.
Urgent Need for Digital Signal Boxes
The situation regarding signal boxes in Germany is concerning. According to the railway’s condition report from 2023, 565 signal boxes are still operated using mechanical systems—cables and levers that date back to the German Empire. Moreover, over a thousand relay signal boxes from the 1960s and several hundred electronic signal boxes from the 1990s are still in operation.
While the latter category operates with partial digitization, fully digital signal boxes that eliminate analog controls for switches and signals are largely uncharted territory in Germany. The Stuttgart 21 project is breaking new ground by equipping a major railway junction in Baden-Württemberg with both ETCS and a digital signal box for the first time, which is expected to reduce disruptions.
Although ETCS can function with conventional electronic signal boxes, Leister argues that closer train intervals and intelligent driving can only be achieved in conjunction with digital signal boxes: “Only then can we integrate further technologies that enhance train operations.”
By the end of the decade, the objective is to establish a high-performance network. The question that remains is how this will be financed.
Challenges with ETCS Implementation
In theory, the framework looks promising. In 2018, the federal government initiated the Digital Rail Germany project. However, the project appears to lack maturity. Instead of enhancing the reliability of train services, ETCS has, thus far, led to numerous train cancellations. An investigation by the ARD program Plusminus in September 2023 revealed that trains in Germany are frequently rerouted due to disruptions associated with ETCS tracks.
In comparison to Switzerland and Austria, Germany is implementing a version of ETCS that is still under development. Ongoing issues are being diagnosed and rectified. The rollout of ETCS has also hit roadblocks; for instance, on the Riedbahn, when train services resume between Mannheim and Frankfurt in December, internal documents indicate that ETCS will not be operational yet. Consequently, ICE trains will be limited to 160 kilometers per hour instead of 200 for several months.
This year, the DB schedules have undergone between two to three million modifications.
High Costs and Slow Progress?
“Progress has been unacceptably slow since the beginning, and the federal government isn’t stepping in,” asserts Leister. This delay is also reflected in financial matters. The initial estimate of 32 billion euros for the Digital Rail Germany project has ballooned to a projected 68.9 billion euros, necessitating increased funding from the federal government.
According to SWR‘s investigations from early September, the railway subsidiary DB InfraGo has opted to pause digitization efforts and instead renovate tracks using conventional methods. A railway representative indicated that once the track network is restored to a stable condition, they can prioritize digitization. Leister views this approach as misguided: “We must leverage the current renovation to embrace digitization. If we don’t, we might end up tearing everything up again in a few years.” It’s clear that decisive action is required from the federal government.
InfraGO is tasked with the renovation of the rail network.
Disorganized Coordination Between Railway and Politics
Railway insiders report that the coordination of digitization efforts is chaotic. There is a lack of agreements between stakeholders within the railway system and those in government, according to a railway employee. A recent, confidential study, developed with the assistance of consulting firm McKinsey, supports this notion. The draft of this study, available to SWR, criticizes the Federal Ministry of Digital and Transport, stating: “There is a pressing need for centralized oversight and systematic leadership in the BMDV.” This responsibility has yet to be assumed by the Ministry of Transport, despite its urgency from the outset.
Recently, state transport ministers have also expressed their concerns.