Fewer passengers, a full timetable and too little state aid are causing problems for the BRB.
The high quality and punctuality of the new Lint trains should bring passengers back.
District -
New fleet, new year: With 31 Lint trains instead of the previous 17 Integrals and nine Talents, the Bayerische Regiobahn (BRB) has been offering more capacity for the Oberland than ever before for a few weeks now.
But instead of a record start, the transport company is struggling with the effects of the pandemic (we reported).
In an
interview
,
Managing Director Fabian Amini
(44) reveals
how he deals with empty trains and full timetables, whether the new fleet was still worth it and what prospects there are for 2021.
Mr. Amini, you wanted to get off to a full start this year - will it work despite Corona?
Amini:
We didn't just want to, we took off.
Despite all the losses, there is positive news at the beginning of the year.
In a passenger survey with 700 participants, 95 percent of those questioned said that they found the new trains at least as good or better than the old Integrals.
And in the quality ranking of the Bavarian Railway Company (BEG) we are also reaching historic highs with the new trains.
In the first month after the timetable change, 95 percent of our trips were on time.
This is a great value, which - as with many rail operators - is also due to the reduced number of passengers, but for us it can not only be explained by this.
How many passengers are missing at the moment?
Amini:
We count 70 to 80 percent less than in normal operation.
We last had this low in the first lockdown in March - even though we are still on schedule.
On December 13th, the clock was even compressed.
And because of the canceled carnival holidays, we are also running the regular schedule this February week.
Overall, the trains are on the move more often - but quite empty despite the higher costs.
Despite our understanding of the mobility restrictions caused by the corona, this is of course very difficult for us.
What does this mean financially for the BRB?
Amini:
We are in a very serious situation that we would not survive without a rescue package.
And as grateful as I am for the help, it is unfortunately so limited.
Nominally 90 percent of the loss of income should be compensated.
However, the value refers to figures from 2019. Since then, we have invested more than 100 million euros in the new trains and actually expected significantly more income.
But even through general price increases and additional costs due to the tighter timetable and the hygiene requirements, only 80 to 85 percent come out of 90 percent.
Nevertheless, we cannot save a single euro at the moment.
Can you keep to the tight schedule despite the snow?
Amini:
It's going well this winter, even if it's too early to draw a conclusion.
Otherwise, we are often troubled by the outdated and fault-prone infrastructure with signal boxes, some of which date from the pre-war period.
The responsible Deutsche Bahn team is very committed, but has to train every employee on site for different interlockings.
If someone then fails, there is often no quick replacement.
The winter plans were "rusty" after the many years with little snow.
After the snow chaos in 2019, that has improved significantly.
Much lost experience has been regained recently.
And how do the trains prove themselves?
Amini:
The Lint trains coped well with their baptism of fire or snow.
The typical problems of the old Integrals such as failed heaters, toilets or air conditioning systems no longer exist.
The trains have so far been very stable even in snow.
Who pays if the infrastructure is to blame?
Amini:
Most recently, the signal boxes in Miesbach, Schliersee and Bayrischzell were not manned on four evenings - due to a staff shortage at DB Netz.
The then due contractual penalty to the Free State must still be paid by the BRB - regardless of the cause.
The infrastructure monopoly of Deutsche Bahn is a general problem: It sets the rules of the game - and if you don't like them, you don't ride on its rails.
The incentive for Deutsche Bahn to offer the infrastructure quality that is required for punctual and reliable operation is lost if it does not have to pay the fine itself.
This problem has yet to be resolved.
Despite all adversities: What is the BRB planning for this year?
Amini:
First and foremost, we want to maintain the quality and punctuality that we have now achieved.
We are working on a new app that will, among other things, improve passenger information.
We also want to complete an additional maintenance hall in Augsburg this year.
At the end of the year, BRB will take over the first part of the Berchtesgaden-Ruhpolding network, which is another challenge.
And then of course the main topic remains: How can we win back passengers after the end of the pandemic?
A Herculean task?
Amini:
How difficult it will be depends on the trust of the passengers.
The air in the vehicles is completely exchanged every three to six minutes - you can't do that in any office.
It has been proven that none of our employees have been infected on the trains.
And the FFP2 mask requirement makes public transport even safer.
And despite all our concerns, we must not lose sight of climate change despite Corona.
If we now repair the symbolic roof leak while the whole house is on fire on the first floor, that will not do anything in the long term.
I therefore hope that customers will not switch to cars permanently even after the pandemic.
An incentive for this could also be the joining of the Miesbach district to the MVV - but that will take some time.
Interview conducted by Jonas Napiletzki.
The criticisms of whistling, squeaking and Co.
According to managing director Fabian Amini, there are - "even if the Lint trains are generally quieter inside and out than the old ones" - four points of criticism that the BRB is known to deal with.
"The
screeching of brakes ceased
when the trains ran in," says Amini.
The
beeping of the doors when opening and closing
, which passengers perceived as too loud, has already become quieter.
"The volume is now adaptively adjusted to the environment." Since then, the sound has been five decibels louder than the outside noise, but no more than 70 dB.
“
We couldn't do much about the
whistling of the trains
at unsecured level crossings,” admits the managing director.
After several expert measurements, the volume was adjusted to the lower end of the normal range.
“The better solution, however, would be to close or technically secure as many of the almost 20 unsecured level crossings in the Oberland as possible.” The latter would be possible with traffic lights, barriers or half barriers.
The BRB is in contact with the communities of Warngau and Fischbachau and DB Netz AG, among others - "there have already been very constructive meetings".
However, level crossings in particular with structurally more complex solutions would take longer; it could take around five years here.
According to Amini, the amendment of the Railway Crossing Act can be conducive to faster technical security than before.
The law was changed last year and relieves the municipalities in financing the level crossings.
The
squeaking of the trains in curved tracks
, for example in Gmund, is the most demanding problem, according to Amini.
“There are no quick and cheap solutions for this.” The best variant - an absorber ring in the wheels - is now to be tested in one go.
"Should that bring the desired success, we would be dependent on help from the Free State," emphasizes the managing director.
The absorber rings for 31 vehicles are an investment in the millions.
"Unfortunately, that is far beyond our capabilities."
As far as
accessibility
is concerned, the BRB is creating
mobile ramps
for the
gap between the door and the platform
, which are to be installed directly at the entrances of the trains.
"The ramps are in production - due corona there is a delay in delivery."
Nap
