Competition Report 2009

Stringent demands on
the working timetable
As in previous years, DB Netz AG was able to satisfy almost all customer applications for train paths for the 2009
working timetable. The marked growth in train path applications proves that the compilation and coordination
processes function well.
2009 timetable compiled without problems
The Konfliktfreie number of train Netzfahrplanerstellung
path applications by competitors rose by 7.9 per cent
year-on-year. Die Zahl der Only Trassenanmeldungen three train paths could anderer not Bahnen be included ist gegenüber in the working
timetable Vorjahr um and 7,7 had Prozent to be rejected gestiegen. (absolute Nur drei figures) Trassen ließen sich
nicht im Netzfahrplan realisieren und mussten abgelehnt werden.
50,000
40,000
30,000
20,000
10,000
Source: DB data
10,164
35,472
10,251
36,369
0.1 0.0
Major construction projects have already been taken into account in the current working timetable.
11,065
38,054
0.0
2007 2008 2009
applications by DB applications by other RUs
share of unsuccessful non-DB train path applications
The steady rise in train path applications in recent years
again continued for the 2009 working timetable. Applications
for 49,119 train paths for the current timetable,
as against 46,620 the preceding year, are due on the
one hand to the fact that major construction projects
were already integrated in the working timetable, but
also serve as proof of the competitiveness of rail transport
on the whole as well as the positive trend in intramodal
competition. Non-DB railways account for a
share of 11,065 train paths, which is 7.9 per cent more
than in 2008. Not only DB, but also its competitors
thus benefit from the trend towards rail transport. In
addition to the three major customers DB Regio AG,
DB Fernverkehr AG and DB Schenker Rail, as well as a
further 25 DB affiliates, 312 competitors also operate on
the German rail network: these include 72 rail passenger
companies, 149 freight operating companies, and
other players such as construction firms.
In the rail freight sector, year-on-year growth for
non-DB players amounted to 14.5 per cent, which is
slightly higher than for the RUs in the DB Group,
which achieved growth of 12.4 per cent. In the regional
passenger market, train path applications from non-
DB railways were six per cent up year-on-year. The
total increase in train path applications was approx.
four per cent. At 2.9 per cent, the growth rate for DB
undertakings in 2008 reached only half that figure.
Photos: Gustavo Alabiso; Heiner Müller-Elsner
After allocation, train paths have to be converted into smooth operations wherever possible.
This can be attributed primarily to the fact that DB
Regio lost various tenders to other players, who applied
for more train paths for their newly acquired
contracts. In the long-distance passenger market, non-
DB railways applied for 97 train paths for 2009 – 37
more than in 2008. Nevertheless, what appears to be
substantial growth should not obscure the fact that
the number of applications for long-distance train
paths is very low compared with other categories.
Successful coordination procedures
The increasing number of train path applications also
made train path compilation and operational implementation
of the working timetable increasingly complicated.
The rise in demand for the current timetable
(in force since 14 December 2008) meant that approx.
12,000 train paths had to be coordinated. Conflicts of
interest arose between customers who had applied for
the same time slot or with overlapping requirements.
In such cases, alternative solutions are sought in consultation
with the affected RUs in the form of coordination
procedures: the opposing positions are first
compared, their feasibility examined and a solution
which is acceptable to all the parties involved is then
sought. If no agreement can be reached in the coordination
procedure, DB Netz AG is entitled to rule on
the train path application dispute, subject to prescribed
statutory criteria for reaching its decision. To
ensure that these criteria are correctly applied, the legislator
has granted the regulatory authority the right
to examine any rejected train path applications. The
Federal Network Agency did not object to the three
rejected train paths for the 2009 working timetable.
Research project develops new, efficient traffic
control programme
Once the train paths have been allocated, they have to
be converted into smooth running operations. In view
of the increasing number of train path allocations, it is
increasingly difficult to ensure that operations remain
on schedule, especially on the main corridors. Accordingly,
DB is cooperating on a research project with
Market and Competition
Incompatible applications were received
for 12,000 train paths. Almost all
conflicts could be amicably resolved.
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