Even though the transport minister describes it as a "brilliant success", FDP politician Wissing refuses to extend the 9-euro ticket without further ado. There are many suggestions as to how to proceed. It will be expensive either way.
What Volker Wissing says exudes conviction. The transport minister described the introduction of the 9-euro ticket in the "Neue Osnabrücker Zeitung" as the "best idea for rail transport for a very long time". In fact, there are many arguments for this. About 31 million people bought it in June alone. According to an analysis by traffic data specialist Tomtom, there were fewer traffic jams during this period. In a study, the Technical University of Munich researched the fact that more buses and trains were used and in some cases even fewer cars. In addition, there is the great relief effect for low-income households: According to the ADAC, a monthly ticket in major German cities currently costs an average of around 80.60 euros.
But even if FDP politician Wissing calls the 9-euro ticket a "brilliant success", he rejects a blanket extension of the cheap ticket. Because in the end it's a question of money. If the passengers pay less, the state has to cover the difference. This is one of the reasons why the ticket was rejected by Finance Minister Christian Lindner. He is against a "free mentality," says the FDP boss on ntv. "And I also think it's unfair to subsidize that with taxpayers' money." In the end, it finances "the middle-income family who lives in the country, pays taxes, has no train station and relies on the car". Lindner advocates phasing out the fuel discount and 9-euro ticket, but increasing the commuter allowance.
Wissing also sees the responsibility of the federal states. "Public transport and tariffs are a matter for the federal states and not for the federal government," he said on ARD last week. He couldn't design the ticket at all, the countries would have to do that. The states, for their part, remind that the federal government is needed for financing. The chairwoman of the conference of transport ministers, Bremen's Senator Maike Schaefer, pointed out that the federal-state working group was currently discussing a socially graded ticket. "The implementation will only be possible with a massive increase in regionalization funds by the federal government," explained the Greens politician.
Despite the still open financing questions, Wissing at least holds out the prospect of a successor to the 9-euro ticket. However, he does not want to make a decision on this until the end of the year, when the data situation is better. Even now he cannot complain about the lack of proposals. From the ranks of the SPD and Greens there is a demand to keep the 9-euro ticket at the same price. However, that could be expensive: if around 31 million people buy the ticket every month, it would cost around ten billion euros a year. In addition, there is the money that is needed to permanently prepare regional transport for the rush of passengers - the 9-euro ticket also showed that. Greens leader Ricarda Lang pleaded in the "Tagesspiegel" to finance the cheap ticket by reducing climate-damaging subsidies.
With a view to the costs and the growing number of passengers, there is another suggestion from the industry: If the Association of Transport Companies (VDV) has its way, the 9 should soon become 69 euros a month. Despite the significantly higher price, according to the association, the ticket would need around two billion euros from the state every year. According to the head of the association, Oliver Wolff, the industry could do this as early as September 1st. Alternatively, he pleaded in the "Süddeutsche Zeitung" to temporarily continue the 9-euro ticket for two months.
The VDV wants to reach a certain clientele: According to a statement, the "relevant target group" is motorists who are willing to pay. "At the same time, it would ensure that newly created multiple trips, such as with the 9-euro ticket, are kept to an acceptable level," it said. Households with low incomes do not necessarily benefit from this. Only in a second step, at the beginning of next year, should "socio-politically desirable variants be prepared".
But so that everyone can benefit from it right from the start, the consumer advice centers are proposing a 29-euro ticket. "That would relieve everyone in the price crisis, but especially households with little money, and also give the traffic turnaround more impetus," said Jutta Gurkmann, head of the Federal Association (vzbv).
She is supported by mobility researcher Andreas Knie from the Berlin Social Science Center (WZB). In his view, the 69-euro ticket was far too expensive, Knie explained to ZDF. It's about people switching from cars to buses and trains. "Of course you have to make a special offer for that." Similar to Greens boss Lang, he also calls for car-friendly subsidies to be reduced. This would finance the 29-euro ticket.
The fourth suggestion is only slightly more expensive for train passengers: the 365-euro ticket. This is supported by CSU boss Markus Söder and the Association of Towns and Municipalities. "Citizens have a great interest in being able to use buses and trains throughout Germany without a jungle of tariffs. This is also shown by the experience of the 9-euro ticket," said general manager Gerd Landsberg to the newspapers of the Funke media group. "The example of Austria also shows that a 365-euro ticket is widely accepted." It has been in use in Vienna for years.
But the 365-euro ticket also needs additional money. Greenpeace calculated exactly how much in a study. Assuming that fewer people bought it because of the higher price, it would cost about four billion euros more annually. The environmental organization also proposes reallocating the federal budget and eliminating car subsidies such as company car privileges. This would finance a so-called climate ticket.
Transport Minister Wissing now has a choice. It doesn't matter what he decides to do in winter: it's going to be expensive either way. Because all theoretical successors of the 9-euro ticket are confronted with the current reality of public transport. "It's not the case that the lowest price always brings about the greatest satisfaction. If the performance behind it isn't right, then it's no use being able to drive for one euro, but the clocks don't fit," said Wissing last week. In addition, a study by the University of Kassel shows an initial tendency that the 9-euro ticket is also better received in places where public transport is well developed.
And the current railway infrastructure is not designed at all for the permanent load. A few weeks ago, the two unions expressed concern about the situation at Deutsche Bahn. "I have never experienced such conditions as this summer," said the deputy chairman of the railway and transport union (EVG), Martin Burkert, the "Welt am Sonntag".
The rush of passengers to local transport since the beginning of June has led to severe wear and tear. "We see damage from the heavy use of the 9-euro ticket very early on: elevators are broken, toilets on trains no longer work, everything is simply put under a lot of strain," said Burkert. "Many colleagues are already at their breaking point." Sick leave increased. "We notice: The 9-euro ticket makes you sick." The chairman of the train drivers' union GDL, Claus Weselksy, also told the newspaper that the state of the state-owned company was "catastrophic due to years of savings."
