|DB Netz AG
|Seat||Frankfurt am Main , Germany|
|management||Frank Sennhenn , Jens Bergmann, Volker Hentschel, Ute Plambeck, Christian Runzheimer, Christian Greetings|
|Number of employees||40,925|
|sales||5.509 billion euros|
The DB Netz AG is a wholly owned subsidiary of Deutsche Bahn (DB) and operates as a railway infrastructure company about 87.5% of the German rail network (2016: 33,241 km). The company was created in the course of the second stage of the rail reform .
The DB Netz AG went during the second stage of the railway reform on 1 January 1999 from the Group Track Infrastructure division of Deutsche Bahn AG forth.
On March 1, 1998, network maintenance was partially outsourced to DB Bahnbau . This division of labor was reversed on September 1, 1999 after the expected success failed to materialize. The fields of construction production, major repairs, permanent way welding and civil engineering remained at DB Bahnbau . DB Netz again took over maintenance , point care and repairs, unless DB Bahnbau or third-party companies were commissioned to do so in individual cases.
On January 1st, 2001 the company was restructured. Three segments “Long-Distance and Urban Network”, “Regional Network” and “Train Formation Facilities / Transhipment Stations” were created.
On January 13, 2006 , the company's so-called network advisory board was constituted . The advisory body, made up of 17 members, is made up of representatives from railway companies and public authorities; its members are selected by the Federal Railway Authority . Its establishment emerged from the corresponding regulations of the General Railway Act amended in August 2005 .
The company has been operating a so-called vegetation management system since 2007, which , at 90 million euros per year, is the largest prevention program in maintenance.
In 2011, the company launched a so-called network fund , which is to be used to finance investments that can be made in the short term to expand capacity. In 2012, six such projects were completed.
For the 2013 network timetable, the company set a new record with almost 60,000 train path applications from more than 380 rail transport companies. In addition, around 950,000 train paths were registered for occasional traffic.
Since June 1, 2016, the subsidiary DB Bahnbau has been a 100% subsidiary of Deutsche Bahn AG.
DB Netz AG is currently (as of January 2020) planning an extensive restructuring of its departments. The amalgamation of construction and operational planning should be an essential part of this. Further details are not known. The restructuring should be completed in June 2020.
In the middle of 2000, the Federal Railway Authority ordered the reactivation of several routes in Thuringia, which were permanently closed in 1997 with reference to insufficient traffic safety - without the required approval from the EBA; Repair work that had initially started had been canceled.
The company has repeatedly been accused of failing to call up the federal funds to which it is entitled in full. In the year 2000, a total of 1.1 billion D-Marks were not called up. a. because preliminary planning and legal procedures were not adhered to.
In 2001 the company established 22 corridors, each spanning several routes. In 2004 the company sold more than a billion train-path kilometers for the first time.
In January 2005, DB Netz announced that it would remove a total of 22,800 of the 88,200 points from the German rail network by 2010 . Critics complain that the network loses flexibility and delays are programmed. Due to the elimination of countless crossing and overtaking opportunities, almost every small delay will have massive effects on the entire network.
The operating length of the DB network at the end of 2006 was 34,019 km with a track length of 62,948 km (322 km less than in the previous year). The number of turnouts fell year-on-year by 2110 to 77,080; With 1296 points, the majority of them were used for train formation and handling systems. The company stated the loss of travel time in total travel time caused by deficiencies on the network at 2.4 percent. The average age of the systems, which would remain constant with constant replacement investments, increased from 19.6 to 19.8 years for tracks and from 16.5 to 16.9 years for switches.
According to its own information, the company reduced the number of speed limit stops (La) by a third in the course of 2007, whereby - due to a concentration on main routes - the number of La-related minutes of delays has decreased by half.
In 2007, DB Netz made full use of the federal funds for maintaining and expanding the rail network in the amount of 3.58 billion euros. Originally, the federal government had planned to invest around 3.3 billion euros, but this was increased during 2007. Most of the money was invested in maintaining the existing network. 1.6 billion euros were invested in the superstructure , i.e. the renewal of rails , sleepers and ballast . In total, several thousand construction projects were carried out, during which 4,400 kilometers of rails and around 1,800 points were renewed and 3.9 million tons of ballast and over 3.3 million sleepers were replaced.
At the end of February 2008, a four-week trial began to increase the maximum train length in parts of the German network from 700 to 835 m. The tests are carried out with 30 trips by freight trains on the 210 km long route between Maschen and Kolding . The long-term goal is freight trains up to 1000 m long. The maximum length of the test trains corresponds to the generally permitted maximum length of 835 m in the Danish network.
As part of the federal government's economic stimulus package decided in 2009, Deutsche Bahn will receive 1.3 billion euros for the modernization of lines and stations . Of this, 520 million euros alone will be spent on new construction and expansion projects in the network, including the acceleration of the expansion of the Berlin – Cottbus line and the Munich – Mühldorf – Freilassing line .
With almost 56,000 train path requests, a new record was set for the 2011 annual timetable. About 850,000 train paths per year are also used for occasional traffic and are registered at short notice.
The company plans to reduce its investments from its own resources from 970 million euros (2013, forecast) to 830 million euros (2017). The operating profit (before taxes and interest ) of the subsidiary DB Netz Fahrweg is expected to increase from 890 million euros to 1.2 billion euros in the same period. The company expects train-path kilometers to increase by 15 percent to more than 1.15 billion by 2030. 395 railway companies operated on the Deutsche Bahn network (as of May 2013).
|Route length (km)||37,679||34,218||34,019||33,897||33,601||33,468||33,417||33,378||33,319||33,295||33.281||33.194||33.241||33,348||33,299||33.291|
|Track length (km)||63,270||62,948||62,454||61,752||61,683||61,330||61,260||61,153||61,090||60,527||60,512||60,653||60,803|
Of the 33,230 km operating length, 20,107 km were electrified as of November 30, 2017 (60.5%). The degree of electrification has increased since 1995 (45 percent) while the length of the operating locations has decreased.
Railway companies (EVU) can order timetable routes for the infrastructure from DB Netz AG. This train path access must be granted in accordance with the regulations of the General Railway Act (AEG) and is monitored by the Federal Network Agency for Electricity, Gas, Telecommunications, Post and Railways .
Each customer (usually a railway company ) is assigned by DB Netz to one of its regional areas for support and billing. As a rule, this is the regional area in whose area the customer is based. DB Netz markets route capacity (in the form of timetable routes ) and local facilities to its customers . These can be sidings or electrical connections , for example .
Train paths are prepared with different deadlines. On the one hand there is the timetable (= annual timetable) with a lead time of nine months, most of the planned long term the clock traffic be included. The remaining route capacity is then available for occasional traffic. The lead time for occasional traffic is measured from a few weeks to a few hours. For such very short-term transports, which are often necessary for reasons of scheduling, there is an ad hoc group in the operations center of each regional area, which creates the necessary timetable documents and forwards them to the departments involved in the execution of the train journey at short notice. A basic rule of rail operations is that no train is allowed to run without a valid timetable . Since the planning competence of the route designers ends at the border of their own regional area, the timetable department calls in planners in other regional areas if necessary. DB Netz can also take over the coordination with the subsequent railway infrastructure companies (this corresponds to a requirement of the EIBV ).
In 2003, the rail transport companies not belonging to the DB Group provided 70 million train path kilometers on the DB Netz. In the following year the value was 88 million, in 2005 110 million. In 2006, 128 million train-path kilometers were counted, and in 2007 146 million.
Around 46,300 train paths were submitted for the 2005 annual timetable .
Billing of grid usage is based on the path pricing system (for use by continuous main tracks) and the system price system (this includes mainly siding and other service facilities such. As train preheating ). The withdrawal of electrical energy from the contact line or the use of tank systems is not billed via DB Netz, but via DB Energie . The use of platform systems falls within the subject area of DB Station & Service and is billed there using the station price system.
In March 2013, the Federal Network Agency decided that cable network operators may use the existing cable routing system, such as cable troughs and conduits, and bridges, embankments and embankments of DB Netz AG on the railway lines to lay a fiber optic cable. Corresponding offers must therefore be submitted by DB Netz. The Danish telecommunications network operator Global Connect had asked the Federal Network Agency for a decision.
In addition to the subsidiaries of Deutsche Bahn AG ( DB Fernverkehr AG , DB Regio AG , DB Cargo AG, etc.), over 300 other railway companies are customers of DB Netz (as of October 2006). Examples are Transdev , Netinera , Die Länderbahn , RheinCargo , Rail4captrain , TX Logistik , Kreisbahn Siegen-Wittgenstein and Hupac AG .
DB Netz has a head office in Frankfurt am Main and seven regional areas (RB). The regional areas are located in Berlin (RB Ost), Frankfurt am Main (RB Mitte), Duisburg (RB West), Hanover (RB Nord), Karlsruhe (RB Südwest), Leipzig (RB Südost) and Munich (RB Süd) . Each regional area has several production sites, which are responsible for maintenance and operation. The other departments are also represented at the respective locations. Furthermore, the respective regional networks belong to each regional area.
DB Netz is represented by six board departments. The CEO is Frank Sennhenn. The departments are headed by Jens Bergmann (network planning and major projects), Christian Runzheimer (finance and controlling), Christian Gruß (sales and timetable), Volker Hentschel (production) and Ute Plambeck (human resources).
Within DB Netz, the facility and operator responsibility for the infrastructure is delegated to so-called business units (GE) . The business units are responsible for investments in the existing network as well as for the maintenance of all transferred systems.
Long-Distance Networks Business Unit (FuB)
The Long-Distance and Metropolitan Networks business unit is responsible for the network's important routes. Your main task is to safeguard the route network.
Regional Networks Business Unit
The Regional Networks business unit operates both routes and stations off the main thoroughfares. Their main task is the operation of routes with only regional importance. Between 2001 and the beginning of 2008, DB Netz founded a total of 40 regional networks.
Sales / employees
The turnover of DB Netz AG in 2017 was 5.64 billion euros.
The company had a total of 41,362 employees at the end of the 2017 financial year.
The number of employees has been increasing continuously since 2010.
DB Netz maintains around 750 rail service vehicles for the maintenance of the rail network . a. Track work and maintenance vehicles for the overhead line, measuring trains , emergency technology, track construction machines , tunnel inspection vehicles and snow removal technology. The vehicles are assigned to the DB Netz machine pool, and their operational readiness is ensured there by 400 employees. The vehicles are serviced and repaired in five workshops in Berlin, Nuremberg, Hanover, Duisburg and Karlsruhe. Around 60 million euros are invested in new vehicles every year.
In order to repair rails and correct track positions, the machine pool operates track construction machines, high-performance grinding machines as well as milling and single fault tamping machines. The preventive treatment of the tracks by grinding the rails is also planned and carried out by employees of the machine pool. Two high-performance grinding machines have been available for this purpose since 2014.
The emergency technology helps when recovering broken down vehicles and in the event of an accident. Their vehicle fleet is currently being renewed, including 49 rescue trains with rail-mounted technology, seven tunnel rescue trains and five crane hoists.
- ^ The board of directors of DB Netz AG. In: fahrweg.dbnetze.com. DB Netz, accessed on October 4, 2019 .
- ↑ a b About us (financial year 2016). DB Netz, 2016, accessed on June 3, 2018 .
- ↑ Second stage of the rail reform . In: Eisenbahn-Revue International , issue 1/2, 1998, ISSN 1421-2811 , p. 2
- ↑ Consolidation of network maintenance . In: Eisenbahn-Revue International , issue 9, year 1999, ISSN 1421-2811 , p. 339
- ↑ New organization for DB Netz . In: Eisenbahn-Revue International , issue 2/2001, ISSN 1421-2811 , p. 50.
- ↑ Network advisory board established . In: Eisenbahn-Revue International . Issue 3/2006, ISSN 1421-2811 , p. 106.
- ↑ Peter Thomas: Air conditioning against winter weather . In: Frankfurter Allgemeine Sonntagszeitung . No. 48 , November 30, 2014, p. V10 (similar version online ).
- ↑ Low investment, high efficiency . In: Netznachrichten . No. 1 , 2013, ZDB -ID 2548162-9 , p. 7 ( fahrweg.dbnetze.com (PDF; 1.1 MB)). fahrweg.dbnetze.com ( Memento from January 19, 2015 in the Internet Archive )
- ↑ 60,000 train path registrations were included in the 2013 network timetable . ( Memento from September 28, 2013 in the Internet Archive ) (PDF; 0.9 MB) In: NetzNachrichten , No. 4/2012, December 2012, p. 2, ZDB -ID 2548162-9 .
- ↑ EBA takes action against DB Netz . In: Eisenbahn-Revue International , issue 7/2000, ISSN 1421-2811 , p. 298.
- ↑ DB does not call up committed funds . In: Eisenbahn-Kurier , No. 345, June 2001, ISSN 0170-5288 , p. 6.
- ↑ New corridor management . In: Eisenbahn-Revue International , issue 6/2001, ISSN 1421-2811 , p. 243.
- ↑ One billion train path kilometers . In: Eisenbahn-Revue International , issue 4/2005, ISSN 1421-2811 , p. 154 f.
- ↑ Network status report: 322 km less track / quality slightly improved . ( Memento of September 27, 2007 in the Internet Archive ) In: Eurailpress , July 10, 2007
- ↑ "We will make a profit for the first time in 2007" . In: DB Welt , December 2007 edition, p. 11.
- ↑ Bahn calls on federal funds for the rail network in full . Deutsche Bahn AG, press release from January 11, 2008.
- ↑ First practical tests for freight trains up to 835 meters long . In: DB Welt , March 2008 edition, p. 15
- ^ DB: Longer test freight trains to Denmark . In: Eurailpress , March 14, 2008
- ↑ Opportunity instead of crisis . In: mobile . June 2009, pp. 42-46.
- ↑ Record number of train path registrations: almost 56,000 orders for the 2011 network timetable . Deutsche Bahn AG, press release of September 2, 2010.
- ↑ The rail network should generate more profit . Handelsblatt online, August 17, 2013.
- ↑ Peter Thomas: Fast and on time . In: Frankfurter Allgemeine Sonntagszeitung . No. 19 , 2013, pp. V13 ( faz.net ).
- ↑ a b German Bundestag (ed.): Answer of the federal government to the small question of the MPs Matthias Gastel, Stefan Gelbhaar, Stephan Kühn (Dresden), Daniela Wagner and the parliamentary group BÜNDNIS 90 / DIE GRÜNEN - printed matter 19/14919 - . Increase in the degree of electrification in the German rail network. tape 19 , no. 16019 , December 17, 2019, ISSN 0722-8333 , p. 1 f . ( BT-Drs. 19/16019 ).
- ↑ Performance and financing agreement for the 2013 Infrastructure Status and Development Report . ( Memento from March 25, 2016 in the Internet Archive ) Deutsche Bahn AG, accessed on July 2, 2014
- ↑ a b c Annual Report of DB Netz AG 2015
- ^ Infrastructure status and development report 2016. Eisenbahn-Bundesamt, May 5, 2017, accessed on May 24, 2017 .
- ↑ Deutsche Bahn Facts & Figures 2017. Accessed April 20, 2018 .
- ↑ Deutsche Bahn Facts & Figures 2018. Retrieved on March 29, 2019 .
- ↑ Deutsche Bahn Integrated Report 2019. Accessed March 26, 2020 .
- ↑ Moving the future - the DB Group 2008 . Deutsche Bahn AG, p. 52.
- ↑ For 2005 around 46,300 train path registrations . In: Railway technical review . 53, No. 6, 2004, p. 31.
- ↑ Figures for the autumn press conference of November 1, 2006 of the Association of the German Railway Industry (p. 8)
- ↑ From Hof to Regensburg in less than two hours . In: DB Welt , March 2008 edition, regional section south, p. 23
- ↑ a b DB Netz AG: Annual Report 2017 DB Netz AG. Retrieved December 19, 2018 .
- ↑ a b c Heavy vehicles for track maintenance . In: DB World . No. 5 , 2017, p. 11 .