5 questions for Robert Dorn

1. Tell us how you entered the mobility sector and succeeded in becoming managing director of the Federal Association of Regional Rail (BSN).

As someone born and raised in Berlin, I have been an enthusiastic user of pub-lic transport and taken a keen interest in it since childhood. That is why after fin-ishing school I studied Transport Planning and Operations at TU Berlin. While studying for my Master’s degree I took on a job as works student with the Federal Association of Regional Rail – which was then still known as BAG-SPNV. After several years in a fascinating job at the association my career took a practical turn with two rail transport companies. There I managed contracting projects, oversaw business development and implemented transport projects. Having gained additional and important practical experience I rejoined “my” association and its members, before later on taking up my current role as one of two manag-ing directors. This is where I feel at home, since the public transport authorities occupy an extremely important role as procurement organisations to ensure that the complex regional rail system functions efficiently.

2. The industry views the ’Deutschlandticket’ as a success story. What needs to happen for it to continue?

Reliability is essential, not only for us as an industry, but also for everyone who wants to use the Deutschlandticket now or in the future. That is why federal and state governments must finally secure the long-term financing of the Deutsch-landticket, rather than debate who bears the costs every year - primarily at the expense of passengers and transport companies. To achieve long-term success, transport services must be significantly improved and the individual modes of transport more closely interlinked. Instead of talking about cancelling services, we should be discussing their expansion, particularly in rural areas. At the same time, we as an industry must make an effort to standardise and simplify fares and transport as well as digitalise sales in a customer-friendly and efficient manner. Personally, my hope is that with job tickets becoming more established this will significantly boost Deutschlandticket subscriptions. At the same time, abolishing environmentally harmful subsidies for car transport should free up more financial resources to expand transport services and promote the Deutsch-landticket. Only a policy of give and take can achieve a successful mobility tran-sition, which for politicians cannot just be a theoretical concept, but must actual-ly be implemented by them.

3. How can the networking of regional bus and rail services be improved?

We need to focus more on the perspective and needs of passengers. Reliable connections, the duration of a journey and travelling in comfort are key factors for them. In rural areas in particular, rail services will not be available every-where even in future. Instead, buses and new on-demand services will give eco-friendly transport a chance. This requires thinking outside the box and planning multiple modes of transport. Some public transport authorities, for example, are already considering synchronising and linking long-distance bus routes with lo-cal rail passenger transport. Networking regional and local public transport is a huge opportunity to connect people everywhere and improve their mobility op-tions beyond the mere provision of basic services.

4. Alternative drive systems are being talked about for both rail and road transport. Which drive systems are you banking on in the future?

Our industry is open to new technologies and has been trialling new drive sys-tems in various pilot projects for several years. Around 80 per cent of train kilo-metres in local transport are currently covered on just over 60 per cent of the electrified route network. On longer routes without overhead lines where electri-fication is not possible, fuel cell, battery-electric drives and alternative fuels should be looked into as options. Most of the gaps in electrification are shorter than 80 kilometres, which currently can be managed quite well using battery-electric trains and so-called charging islands. Developments in battery technol-ogy also give hope for even more efficient and long-distance train services. It is important for both road and rail not to ignore the carbon footprint when produc-ing alternative drive systems. The energy system must also be viewed as a whole.

5. The skills shortage is impacting rail and bus companies alike. Do you see ways to tackle this problem together?

The skills shortage is severely impacting the industry, and possible solutions in rail transport are often even more complex than in the bus sector. A train driver is trained for a specific route and type of train, and a train can only operate togeth-er with a manned signal box and qualified maintenance staff for example. The skills shortage affects us here too, as it does in all other areas. We have already joined an industry initiative for regional rail transport, and there are plans for it to extend to other sectors. Ultimately, it is not enough to simply improve recruitment locally, and for one profession. Solutions and improvements must be estab-lished nationwide in the priority areas of integration, changing careers, educa-tion and working conditions. The entire transport sector faces this big challenge, which can only be overcome together.