Competition Report 2006 - Deutsche Bahn AG

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With market shares of approx. 80 per cent of passenger and approx 70 per cent of freight transport volumes, road continues to dominate the market. However, the volume of private motorised traffi c fell by 1.5 per cent in 2005. Traffi c performance in the public road transport sector declined by 0.5 per cent, whereas inner- German air traffi c increased by 2.5 per cent, and rail by 3.5 per cent. In the freight transport market, traffi c performance rose by a total of 2.7 per cent according to the provisional data available. The highest growth was achieved by rail, at 4.7 per cent. Road traffi c performance increased by 2.5 per cent, inland shipping by 0.8 per cent. The growth in performance by all transport modes can be attributed to the increasing transport distances, with rail booking the largest growth in average transport distance – from 279 kilometres in 2004 to the present fi gure of 292 kilo metres. By contrast, the freight volume (in tonnes) dropped by 0.2 per cent in 2005 according to the Federal Statistical Offi ce. Only inland shipping achieved growth in freight quantities. In 2005, the freight transport market was aff ected primarily by the sharp increase in energy costs. The introduction of truck tolls did not lead to any signifi - cant shift of freight to rail or inland shipping. According to surveys conducted by the Federal Offi ce for Freight Transport, the market players believe that the toll levels are generally too low to achieve the intended modal shift. Both intermodal and intramodal competition remained intense in the rail freight market in 2005, thus keeping up the pressure on prices. There is fi erce competition between the railways especially on the high-volume north and southbound routes. Furthermore, the trend towards internationalisation continued in 2005. The freight railways expanded their European networks further and are also increa singly tapping into the transport markets of Central and Eastern Europe. Logistics companies have continued to grow in size. In 2005, numerous forwarding and logistics companies optimised their corporate size by way of mergers and acquisitions, building up networks which enable them to participate in the growing international fl ow of goods. Regulation in tandem with liberalisation The ongoing European liberalisation agenda has provided transport undertakings with new market potential. Freight transport will be the fi rst sector to benefi t from market opening for cross-border and domestic transports in the years 2006 and 2007. This is sure to lead to even more intensive competition. The European passenger transport market will not be opened until much later. The fi rst liberalisation measures are not expected before 2010, and even then they will remain behind what is already standard practice in Germany. All EU Member States have meanwhile formally notifi ed Brussels that they have transposed the First EU Rail- Market and Competition Market trends and new legal framework In 2005, the transport and logistics markets again benefi ted from steadily growing world trade, the enlargement of the EU and the progress made in European liberalisation. A study conducted by IBM was the fi rst to investigate the infl uence of regulation on the rail markets. Liberalisation in Europe means new market opportunities for transport undertakings. 5
6 Keen competition and the trend towards internationalisation are defi ning features of the rail freight market. In the transposition of the EU Package divergent regulatory practices are emerging in the diff erent countries. way Infrastructure Package. However, it is already apparent that the diff erent transposition models in the individual countries will lead to divergent regulatory practice. The German legislator transposed the European directives into national law by amending the General Railway Act (AEG) and the Railway Infrastructure Usage Regulations (EIBV). The new statutory regulations refer to non-discriminatory access to rail infrastructure, which also includes stations and service facilities such as stabling sidings, fuel stations and loading lanes. Initial experience with European rail regulation A central instrument used by the EU to enforce market opening is the compulsory introduction of national regulatory authorities in the individual Member States. Article 30 of Directive 2001/14/EC obliges all EU states to establish an independent regulatory body which ensures non-discriminatory access to rail infrastructure and resolves potential confl icts between railway undertakings and infrastructure managers. In Germany, the Federal Network Agency took over this task from the Federal Railway Offi ce at the start of 2006. Apart from rail, the Agency is also responsible for regulation of the electricity and gas networks, and for the post and telecommunications markets. Regulation is necessary, especially as market opening progresses, because infrastructure per se involves a natural monopoly. In the interests of entitled users, it is on the one hand the duty of the regulatory body to provide the infrastructure managers with incentives for ensuring non-discriminatory and cost-effi cient access to its services. Vice versa, the regulator should also support the infrastructure managers by ensuring that user fees remain stable and can be planned over the long term, as the infrastructure managers are dependent on such income in view of the long payback period and the high risk of achieving adequate capacity utilisation. In addition to the Rail Liberalisation Index which has been prepared regularly since 2002, IBM Business Consulting Services has now devoted a separate study to rail regulation in Europe. Based on data captured from 60 regulatory bodies, market players and other experts, it examined how the EU Member States, Switzerland and Norway have transposed the requirements of Article 30. The study investigated the institutional design of the regulatory bodies, but did not judge the diff erent regulation methods.
Page 1 and 2: Deutsche Bahn AG Communications Pot
Page 3 and 4: 2 Impressum Published by Deutsche B
Page 5: 4 Dynamic Developments in an Attrac
Page 9 and 10: 8 who have the power to make decisi
Page 11 and 12: 10 The attractiveness of the German
Page 13 and 14: 12 Del dit loreet ametum etum quipi
Page 15 and 16: 14 More and more passengers use Deu
Page 17 and 18: 16 The high number of operators ind
Page 19 and 20: 18 Market share of other railways i
Page 21 and 22: 20 Unresolved legal issues and a di
Page 23 and 24: 22 Fair framework conditions are vi
Page 25 and 26: 24 performance, while the fi gure f
Page 27 and 28: 26 By using all the diff erent tran
Page 29 and 30: 28 In Dialogue with a Scientifi c E
Page 31 and 32: 30 Joachim Fried, born 1948, is a f
Page 33 and 34: 32 Equal Rules for Opening the Tran
Page 35 and 36: 34 The unequal treatment of the dif
Page 37 and 38: 36 New national regulatory framewor
Page 39 and 40: 38 The position of the infrastructu
Page 41 and 42: 40 EBA proceedings in the year 2005
Page 43 and 44: 42 Cartel Offi ce has its sights on
Page 45 and 46: 44 Movement in the Euro pean Rail M
Page 47 and 48: 46 The excellent economic developme
Page 49 and 50: 48 Train path pricing in the EU Mem
Page 51 and 52: 50 Important new-build lines will b
Page 53 and 54: 52 EU initiative for public transpo
Page 55 and 56: 54 Company L R F M Shareholder Comp
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56 Company L R F M Shareholder VTG
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58 Company L R F M Shareholder Muni
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60 Company L R F M Shareholder Rint
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Competition Report 2006 - Deutsche Bahn AG

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