Market-oriented offer cargo

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Freight track closed as part of MORA C.
Development of the number of sidings since the foundation of the Deutsche Bahn AG

The market-oriented offer Cargo (abbreviated as MORA C ) was a restructuring program of DB Cargo AG , the freight transport division of Deutsche Bahn AG , which was announced in 2001 and carried out from 2002 to 2004.

background

The core of the program was the termination of all sidings , the operation of which resulted in higher costs than income and was therefore viewed as not economical. According to its own information, the railway has so far generated only 5% of all income with around 70% of its customers. MORA C should save a total of around DM 500 million (approx. € 250 million) annually. This particularly affected smaller customers with a low volume of traffic and those along secondary routes, particularly in rural areas. In total, it was around 1000 out of a total of around 2100 tariff points .

According to information provided by Deutsche Bahn, the achievable prices did not cover costs for many customers. For most of the customers affected, other solutions have been developed, for example by transferring the feeder business to smaller railway companies. The legal obligation to maintain track systems, even if they are not used, was decisive for the termination of unprofitable sidings.

history

The term MORA was coined in mid-2000. A similar program in passenger traffic was called MORA P ( market-oriented offer in passenger traffic ). As part of MORA P, numerous intercity coaches were modernized from 2002 for use until 2015 and the interregional connections discontinued.

In spring 2001, following investigations, DB Cargo announced that it would be serving around 300 more freight stations than initially planned for the time being. Accordingly, their number should be reduced to 1,373 by the end of 2002. At least 80 percent of this should also be offered beyond 2003.

At the turn of the year from 2001 to 2002, the freight train timetable was significantly simplified and centralized at fewer marshalling yards . At the same time, the program was intended to bring single wagon traffic into profitability by 2004. Every single freight transport point was examined for its economic efficiency and its potential.

According to railway information, the program has increased the punctuality rate (departure punctuality) after the timetable change at the turn of the year 2002 by four percentage points to 89 percent.

criticism

Because of MORA C, there was a high level of criticism of the Deutsche Bahn AG from the public, in particular from environmental protection associations , as the program meant the withdrawal of the railway "from the area", the closure of some railway lines and an increase in truck traffic.

On the other hand, in many cases more economically efficient private and regional railway companies took over the operation of the terminated sidings, with DB Cargo continuing to deliver freight wagons to a marshalling yard in the vicinity in cooperation . The first agreement of this kind was made with the Hohenzollerische Landesbahn , for example .

Opponents of the liberalization of rail transport saw their views reinforced by the alleged fact that with MORA C a measure to increase profitability did not lead to an increase in the share of rail traffic, but to a reduction in it.

Individual evidence

  1. ↑ http://www.railfan.de/nebahn/morac.html
  2. ↑ Archived copy ( Memento of the original dated February 12, 2006 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.regionalverband-neckar-alb.de
  3. ↑ http://www.eifelbahn.de/news/na200103.htm#031
  4. ↑ Hartmut Mehdorn: "I never wanted to be a diplomat" . Hoffmann and Campe, Berlin 2007, ISBN 978-3-455-50047-9 , pp. 114–116
  5. ^ Announcement The balance sheet press conference on May 10, 2000 . In: Eisenbahn-Revue International , issue 7/2000, ISSN  1421-2811 , p. 303.
  6. ↑ DB AG with further improvement in earnings . In: Eisenbahn-Revue International , issue 10/2001, ISSN  1421-2811 , p. 465 f.
  7. ↑ Message modernization of passenger coaches . In: Eisenbahn-Revue International , issue 6/2003, ISSN  1421-2811 , p. 245.
  8. ↑ News update shortly . In: Eisenbahn-Revue International , issue 6/2001, ISSN  1421-2811 , p. 244.
  9. ↑ Archived copy ( Memento of the original dated February 11, 2007 in the Internet Archive ) Info: The archive link has been inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. @1@ 2Template: Webachiv / IABot / www.mittelstandsportal.de
  10. ↑ a b Message More punctuality in single wagon traffic . In: Eisenbahn-Revue International , issue 3/2002, ISSN  1421-2811 , p. 116.
  11. ↑ Message DB Cargo improves punctuality . In: Eisenbahn-Revue International , issue 5/2002, ISSN  1421-2811 , p. 216.
  12. ↑ http://www.railfan.de/nebahn/archiv/05112001.html
  13. ↑ http://www.gdba-archiv.de/aktuelles/bahn_verkehr/netz_betrieb/netz_und_betrieb_im_schienenverk.htm Network and operation in rail traffic - position paper of the transport union GDBA (GDBA archive from 2002-2010, accessed September 25, 2016)