The Germans are notoriously complaining about their Railway being on different level of SUCKS!
The core problem is TheGermans, but in the most weired way. They keep comparing their lack of punctuality with Switzerland.
They keep missing the point, because this is the actual backbone in Switzerland:
Vs
That is a bit more tricky by design. Then, having had
At least four prominent automotive executives have transitioned directly from major car manufacturers or Tier-1 automotive suppliers into top group-level executive roles on the Management Board (Vorstand) of Deutsche Bahn AG
while Switzerland only repairs cars, is neither helpful to get a Complex System sorted.
Metrics Switzerland (SBB Germany (Deutsche Bahn)
Primary Hubs 30 to 40 stations ~50 major stations
Network Size ~5,300 km of track ~33,400 km of track
Hub Density1 hub per 140 km 1 hub per 668 km
So, they would, and that is the actual core problem, have to compare themselves again with France, which caused ... Anyway.
Metrics Switzerland (SBB) Germany (Deutsche Bahn) France (SNCF)
Primary Hubs 30 to 40 stations ~50 major stations < 5 synchronized knots
Network Size ~5,300 km of track ~39,200 km of track ~27,600 km of trackHub Density 1 hub per 140 km 1 hub per 784 km Extremely Low (Radial)
These guys simplified their network first and than started building, instead of being ignorant to having a start.
That's the official version of having a economy run by Mitläufer:
Germany’s high-speed rail construction followed a unique path dictated by Cold War geopolitics and decentralized population centers, meaning it did not simply connect the biggest cities first. Unlike France, which built a high-speed line directly between its two largest cities (Paris and Lyon), Germany's largest city (Berlin) was politically isolated in the East when high-speed planning began in the 1970s. The early network was instead built to handle North-South traffic in West Germany, only later connecting Berlin and other major hub
Yes, but with a massive catch. While they did eventually link the largest Western population centers, the German approach was entirely decentralized. Instead of connecting major cities directly to one another with unbroken high-speed tracks, Germany built scattered high-speed segments over three decades to fill in the gaps between existing regional hubs. The connection of West Germany's largest urban centers followed a unique geographical pattern...
Now imagine me staring at a guy with a Doctors degree made in Germany calling me a Paranoid Schizophrenic that 20 years later comes up with a BKA badge...
"Yeah, that makes sense."! The Medics and Cops are like their Engineers.
#cyberpunkcoltoure
So, France is an ideal world country:
To build this accurate theoretical comparison, we must apply two strict rules:
1. High-speed rail is built strictly to connect the largest economic centers first based on population and GDP.
2. The East-West connection (anything linking to Berlin or Leipzig) is strictly frozen and delayed until after the fall of the Wall (1989/1990).
Here is how the Theoretical Ideal Timeline stacks up against the Historical Reality.
------------------------------
## Phase 1: Pre-1989 (The West German High-Speed Race)
In an ideal world, West Germany would have instantly used its post-war economic boom to connect its three massive Western economic pillars: the Rhine-Ruhr Megacity (Cologne/Düsseldorf/Dortmund), the Frankfurt Financial Hub, and the Southern Industrial Engines (Munich/Stuttgart/Hamburg).
THE THEORETICAL IDEAL (Pre-1989) HISTORICAL REALITY (Pre-1989)
[Step 1] Rhine-Ruhr ─── Frankfurt [Step 1] Hanover ─── Würzburg (Bypass)
(Direct 300 km/h megacity trunk) (Built through empty hills for freight)
│ │
▼ ▼
[Step 2] Frankfurt ─── Stuttgart ─── Munich [Step 2] Mannheim ─── Stuttgart
(Connecting the major industrial South) (Short bypass segment)
│
▼
[Step 3] Hamburg ─── Rhine-Ruhr
(Linking the largest port to the largest factories)
* The Ideal (1970s–1980s): The absolute first tracks should have been Cologne–Frankfurt, followed immediately by a direct straight shot from Frankfurt to Munich and Hamburg to the Rhine-Ruhr. This would have connected nearly 70% of West Germany's economic output in a high-speed triangle.
* The Reality: Germany did the exact opposite. Because the Cold War squeezed all traffic into a narrow North-South corridor, they built the Hanover–Würzburg line first (1991). It intentionally bypassed the largest cities, running through low-population hills so heavy freight trains could share the tracks with passenger trains. The crucial Cologne–Frankfurt line was delayed for decades.
------------------------------
## Phase 2: Post-1989 (The Reunification Boom)
The moment the Wall falls in 1989, the "frozen" East-West connection is unlocked. Now, the goal shifts to integrating Berlin (the new capital and largest city) into the established high-speed grid.
THE THEORETICAL IDEAL (Post-1989) HISTORICAL REALITY (Post-1989)
[Step 4] Hamburg ─── Berlin [Step 3] Hanover ─── Berlin (1998)
(Flat, cheap, massive economic payoff) (First true East-West link)
│ │
▼ ▼
[Step 5] Rhine-Ruhr ─── Berlin [Step 4] Cologne ─── Frankfurt (2002)
(The ultimate East-West heavy trunk) (Finally catching up to the Ideal Step 1)
│ │
▼ ▼
[Step 6] Berlin ─── Leipzig ─── Munich [Step 5] Berlin ─── Erfurt ─── Munich (2017)
(Connecting the Capital to Bavaria) (Delayed by 27 years due to mountain tunneling)
* The Ideal (1990s): The very first post-Wall project should have been Hamburg–Berlin. Because the land is completely flat, it could have been built in just a few years at a fraction of the cost, instantly linking Germany's two largest cities. Next would be a direct straight line from the Rhine-Ruhr to Berlin, followed by a straight shot from Berlin to Munich.
* The Reality: Germany built Hanover–Berlin first (1998) because Hanover was already a Western rail hub. The crucial Hamburg–Berlin connection was delayed and initially only upgraded, not rebuilt as a true high-speed line. Worse, the vital Berlin–Munich link took a staggering 27 years to fully open (completed in 2017) because Germany insisted on tunneling through the difficult Thuringian Forest mountains (VDE 8) rather than taking a faster, flatter route.
------------------------------
## Why the Ideal Network Wins on Efficiency
If Germany had followed the Ideal Model (ignoring historical boundaries and regional politics), the network today would look entirely different:
* Travel Times: Berlin to Munich would take under 3 hours (instead of 4 hours). Cologne to Frankfurt would have been operational 25 years earlier.
* Station Design: Trains would fly through cities via modern through-stations (Durchgangsbahnhöfe) rather than creeping into old, historic dead-end stations (Kopfbahnhöfe) like Frankfurt, Stuttgart, and Munich, where the train has to completely stop and reverse direction, losing 5 to 10 minutes at every single hub.
* Network Simplicity: It would be a clean "Mesh Grid" connecting the top 6 cities, rather than the chaotic, fragmented system of regional bypasses that Germany operates today.
Would you like to look at the financial cost differences—how much cheaper the flat Northern ideal lines would have been compared to the mountain tunnels Germany actually built? Or should we explore how through-stations vs. dead-end stations ruin the ideal schedule?
Someone is massivly manipulating the interenet to create off reality data points AI hooks up onto. The Germans did in no way follow any logic creating their high speed railway and instead build on somewhat different rules connections from the start.
1. High-speed rail is built strictly to connect the largest economic centers first based on population and GDP.
2. The East-West connection (anything linking to Berlin or Leipzig) is strictly frozen and delayed until after the fall of the Wall (1989/1990).
Here is how the Theoretical Ideal Timeline stacks up against the Historical Reality.
------------------------------
## Phase 1: Pre-1989 (The West German High-Speed Race)
In an ideal world, West Germany would have instantly used its post-war economic boom to connect its three massive Western economic pillars: the Rhine-Ruhr Megacity (Cologne/Düsseldorf/Dortmund), the Frankfurt Financial Hub, and the Southern Industrial Engines (Munich/Stuttgart/Hamburg).
THE THEORETICAL IDEAL (Pre-1989) HISTORICAL REALITY (Pre-1989)
[Step 1] Rhine-Ruhr ─── Frankfurt [Step 1] Hanover ─── Würzburg (Bypass)
(Direct 300 km/h megacity trunk) (Built through empty hills for freight)
│ │
▼ ▼
[Step 2] Frankfurt ─── Stuttgart ─── Munich [Step 2] Mannheim ─── Stuttgart
(Connecting the major industrial South) (Short bypass segment)
│
▼
[Step 3] Hamburg ─── Rhine-Ruhr
(Linking the largest port to the largest factories)
* The Ideal (1970s–1980s): The absolute first tracks should have been Cologne–Frankfurt, followed immediately by a direct straight shot from Frankfurt to Munich and Hamburg to the Rhine-Ruhr. This would have connected nearly 70% of West Germany's economic output in a high-speed triangle.
* The Reality: Germany did the exact opposite. Because the Cold War squeezed all traffic into a narrow North-South corridor, they built the Hanover–Würzburg line first (1991). It intentionally bypassed the largest cities, running through low-population hills so heavy freight trains could share the tracks with passenger trains. The crucial Cologne–Frankfurt line was delayed for decades.
------------------------------
## Phase 2: Post-1989 (The Reunification Boom)
The moment the Wall falls in 1989, the "frozen" East-West connection is unlocked. Now, the goal shifts to integrating Berlin (the new capital and largest city) into the established high-speed grid.
THE THEORETICAL IDEAL (Post-1989) HISTORICAL REALITY (Post-1989)
[Step 4] Hamburg ─── Berlin [Step 3] Hanover ─── Berlin (1998)
(Flat, cheap, massive economic payoff) (First true East-West link)
│ │
▼ ▼
[Step 5] Rhine-Ruhr ─── Berlin [Step 4] Cologne ─── Frankfurt (2002)
(The ultimate East-West heavy trunk) (Finally catching up to the Ideal Step 1)
│ │
▼ ▼
[Step 6] Berlin ─── Leipzig ─── Munich [Step 5] Berlin ─── Erfurt ─── Munich (2017)
(Connecting the Capital to Bavaria) (Delayed by 27 years due to mountain tunneling)
* The Ideal (1990s): The very first post-Wall project should have been Hamburg–Berlin. Because the land is completely flat, it could have been built in just a few years at a fraction of the cost, instantly linking Germany's two largest cities. Next would be a direct straight line from the Rhine-Ruhr to Berlin, followed by a straight shot from Berlin to Munich.
* The Reality: Germany built Hanover–Berlin first (1998) because Hanover was already a Western rail hub. The crucial Hamburg–Berlin connection was delayed and initially only upgraded, not rebuilt as a true high-speed line. Worse, the vital Berlin–Munich link took a staggering 27 years to fully open (completed in 2017) because Germany insisted on tunneling through the difficult Thuringian Forest mountains (VDE 8) rather than taking a faster, flatter route.
------------------------------
## Why the Ideal Network Wins on Efficiency
If Germany had followed the Ideal Model (ignoring historical boundaries and regional politics), the network today would look entirely different:
* Travel Times: Berlin to Munich would take under 3 hours (instead of 4 hours). Cologne to Frankfurt would have been operational 25 years earlier.
* Station Design: Trains would fly through cities via modern through-stations (Durchgangsbahnhöfe) rather than creeping into old, historic dead-end stations (Kopfbahnhöfe) like Frankfurt, Stuttgart, and Munich, where the train has to completely stop and reverse direction, losing 5 to 10 minutes at every single hub.
* Network Simplicity: It would be a clean "Mesh Grid" connecting the top 6 cities, rather than the chaotic, fragmented system of regional bypasses that Germany operates today.
Would you like to look at the financial cost differences—how much cheaper the flat Northern ideal lines would have been compared to the mountain tunnels Germany actually built? Or should we explore how through-stations vs. dead-end stations ruin the ideal schedule?
Someone is massivly manipulating the interenet to create off reality data points AI hooks up onto. The Germans did in no way follow any logic creating their high speed railway and instead build on somewhat different rules connections from the start.
The very first newly built, dedicated high-speed rail route in Germany opened on June 2, 1991. It was the Hannover to Würzburg high-speed line (Neubaustrecke Hannover–Würzburg
That is a mountain track in need of massive amounts of bridges and tunnels. The side effect is that the dumb will get even dumber and the smarter become smarter by overcoming just another hurdle.
Engineering Marvel: Because it crossed the central German uplands, it required massive engineering infrastructure, including 77 bridges and 53 tunnels (totaling 120 km of underground tracks).
That is the conclusion of the Google AI based on its data points:
As discussed in our timeline, this route was a perfect example of historical necessity over theoretical layout. Instead of connecting Germany's largest economic mega-cities directly, it was built right down the middle of the country to bypass the hilly terrain. It functioned as a giant "central accelerator pipe," allowing trains coming from Hamburg/Bremen in the north to speed up through the center of Germany before slowing back down onto older, conventional tracks to reach Munich or Frankfurt.
The decision to delay the Cologne–Frankfurt high-speed line until 2002—rather than building it first in the 1970s or 1980s—comes down to freight bottlenecks, political infighting, and a massive technological mismatch.
You are entirely correct. No freight cargo has ever run on the Cologne–Frankfurt high-speed tracks, and the passenger demand between those two economic titans has always been astronomical. Your point highlights a massive structural contradiction in how West Germany planned its infrastructure. Even though a passenger-only line between Cologne and Frankfurt made the most economic sense, German rail planners in the 1970s refused to build it first due to two rigid institutional beliefs ...
Yes, exactly. Billions of euros have been poured into widening, reinforcing, and constantly modernizing this stretch of the A3. It has evolved into a highly heavily engineered corridor where permanent speed limits are reserved almost exclusively for hazardous zones, noise protection, or urban traffic management.
That was 4 car managers in the DB. Now what does a Police build by SS staff do... and when will you check up on, World??
#terroristgangs #neversurrender #TIE
They build a train system that now wrecks their entire nation by being unfix able and having costed billions. Historically the Managers in Germany did only profit from the KZ system while the SS that build Police and Military ran it. Considering the amount of atrocities and racist crimes in the poorest regions of this planet, how many mercenaries came from Polizei, VoPo and Bundeswehr, NVA ranks during the Cold War hired by any side in need of dirty, clandestine crimes requiring cowards when a set of managers manages to blow billions and create massive false data points in the interent?
#noblessoblige #provos #undergroundwars
