More and more German trains are not allowed to enter Switzerland
Swiss railways are increasingly refusing entry to delayed long‑distance trains from Germany to protect their tightly timed, high‑capacity network, highlighting a sharp contrast in punctuality and infrastructure reliability between the two countries. Commenters link Deutsche Bahn’s chronic delays to decades of underinvestment, complex mixed freight‑passenger use, and perverse incentives from semi‑corporatization and fragmented responsibilities, noting knock‑on effects across neighboring rail systems. The exchange also situates Germany’s woes in a broader debate over rail privatization models, operational culture, and the role of public transport in climate and mobility policy.
Swiss restrictions on German trains
- Switzerland now blocks late German long-distance trains at the border to protect its tightly timed, high‑capacity network.
- Trains may terminate at Basel Bad or require passengers to change to Swiss services, adding 15–30 minutes but avoiding knock‑on delays.
- Commenters stress this is mainly an operational necessity, not “anti‑German” sentiment; Swiss lines run near capacity with tight buffers.
Deutsche Bahn punctuality and reliability
- Many report German trains as “increasingly delayed” and cancellations as common, including missed flights/ferries and unreliable school commutes.
- Official punctuality metrics are seen as misleading: generous thresholds (up to 15 minutes, separate measures, cancelled trains often excluded) and incomplete real‑time data.
- Structural issues cited: mixed freight/passenger use on the same tracks, removal of sidings/switches, under‑investment, and overloaded network.
Funding, privatization, and incentives
- One camp: main cause is chronic underfunding and political prioritization of roads; per‑capita rail investment is said to lag far behind Switzerland and Luxembourg.
- Another camp: more money alone won’t fix a dysfunctional, corporate‑style structure with perverse incentives (maintenance vs. “new build” budgets, short‑term cost cutting).
- Debate on “privatization”: DB is a corporatized but state‑owned holding; some see this as effectively public, others as mimicking private, profit‑oriented behavior without competition.
- Mixed international comparisons: Japan’s privatization praised; Sweden and the UK cited as warnings about splitting infrastructure and operations.
Comparisons with other systems
- Switzerland held up as the benchmark: very high on‑time performance with a strict 3‑minute threshold and dense, integrated clock‑face timetable.
- Other European operators (France, Spain, Italy) are often reported as more reliable and faster on long‑distance routes.
- Some US commuter and regional systems claim high on‑time rates, but long‑distance Amtrak and North American intercity buses are described as highly unreliable.
Culture, management, and workforce
- Multiple comments blame DB’s internal culture: intense blame‑seeking, risk aversion, bureaucracy, weak improvisation, and “ass‑covering” over problem‑solving.
- Forthcoming staff shortages and aging infrastructure are seen as worsening reliability unless governance, incentives, and investment change.