Deutsche Bahn Modernizes Long-Distance Fleet Amid Capacity Concerns

The Deutsche Bahn is undergoing a significant modernization of its long-distance train fleet, aiming to reduce the average age of its ICE and IC trains from 18 years to 12 by the year 2030. This initiative is part of a broader strategy to enhance reliability and passenger comfort on the railways. However, the passenger advocacy group Pro Bahn has raised alarms about potential service disruptions due to the simultaneous phasing out of older trains.

As part of this fleet renewal, the last of the 137 new ICE 4 trains, manufactured by Siemens Mobility, was delivered in March of the previous year. These trains, which feature bicycle storage spaces, have become the backbone of the Deutsche Bahn's long-distance service, increasing the total number of ICE trains from approximately 270 in 2017 to around 400 today. Additionally, the ICE 3 Neo, a modernized version of the earlier ICE 3 series, is being gradually introduced, with plans for 90 of these trains to be operational by 2028. This year alone will see the addition of 15 ICE 3 Neo units.

Despite these advancements, the implementation of new models has not been without its challenges. The Deutsche Bahn is currently facing delivery delays with the ICE L trains, ordered from the Spanish manufacturer Talgo. Although 79 units were expected to be in service by the fall of the previous year, the first deliveries are not anticipated until the latter half of this year, with only a few units projected to arrive in 2025.

The Deutsche Bahn has emphasized that their fleet strategy is focused on modernizing and rejuvenating their trains to stabilize operations. They report that the availability of newer ICE 4 and ICE 3 Neo trains is significantly higher compared to older models, with a substantial reduction in drive-related failures achieved through enhanced maintenance protocols. However, these improvements have not yet translated into better punctuality, as over a third of long-distance trains continue to experience delays.

Critics from Pro Bahn are unconvinced by the Deutsche Bahn's claims, arguing that the current vehicle strategy appears disorganized. They highlight concerns that the removal of older trains is leading to a temporary reduction in available seating on several routes, particularly on the East-West connections linking Wiesbaden, Frankfurt, Leipzig, and Dresden, as well as on routes from Hamburg to various cities including Bonn, Frankfurt, and Vienna.

The recent decision to retire 14 aging ICE 3 trains and the planned phased withdrawal of the ICE T and ICE 2 models, which have been in operation since 1996, further compounds worries about service availability. The Deutsche Bahn has also sold 17 double-decker trains to the Austrian Federal Railways, which were initially procured to address delays in other vehicle deliveries.

According to Pro Bahn, the fluctuating number of available trains due to retirements and the delayed arrival of new units is already impacting services. For instance, a key morning service from Leipzig will be discontinued due to the scheduled retirement of the train currently serving that route.

While the Deutsche Bahn assures that the number of available seats will eventually increase due to the introduction of new trains, Pro Bahn remains skeptical. They argue that, in practice, the capacity may decrease due to the unavailability of even newer vehicles, which frequently remain out of service for repairs.

In contrast, competitor Flixtrain has announced a significant expansion of its services, with plans to introduce approximately 30 new high-speed trains, with the potential for an additional 35 units. This move, which is expected to cost up to EUR2.4 billion, reflects a growing competitive landscape in the long-distance rail market.