Nothing except expenses. You might get this impression when you read the latest evaluations of the nine-euro ticket – or rather, the interpretations of various politicians. More people than ever on buses and trains, but hardly less commuting or leisure traffic on the streets. The Great Mobility Experiment, So Has It Failed? Can’t get the Germans out of their beloved cars with the best will in the world, not even for a paltry nine euros? It really is an indictment. But not for those who continue to stay away from public transport despite the nine-euro flat rate. But for those who believe that a cheap ticket alone could solve all traffic problems.
To say after three months that the nine-euro ticket is “unecological”, as Finance Minister Christian Lindner does, is cheap. No serious expert expected millions of people to abandon their cars and run onto buses and trains. Especially not for routes that have to work reliably – and these are primarily the routes to work, school or daycare. Quite apart from the fact that there is no sensible alternative to the car for many millions of people outside of the big cities: Despite all the cost disadvantages, for many people their own car is more reliable and more convenient than public transport. A mobility flat rate won’t change that anytime soon – regardless of whether it costs nine or 69 euros.
You don’t change your mobility behavior that quickly. Especially not if there are no incentives
Driving is a ritual, traffic researchers say, and changing rituals takes time and incentives. Above all, a car is one thing: exclusively available at all times. The leasing contract or the financing runs for several years, or the car has already been paid off. Twelve percent of all employees even have a company car and usually also a fuel card. Numerous studies have already shown that motorists underestimate the actual costs of their car. If the government then sends the signal with fuel discounts, company car privileges and commuter allowances that automobility should continue to be supported and should be affordable for everyone: what incentive is there to break with one’s own ritual?
Of course, public transport must be expanded and improved in such a way that everyone who can use it does so regularly and happily – and not just for weekend trips like now with the nine-euro ticket. But this requires a lot of money and, unfortunately, a lot of time. A reallocation of subsidies or tax benefits, which now only benefit drivers, would be an important step. In rural areas, however, the car will continue to play a major role. One could take this into account by only favoring electric cars, for example in the case of company cars. Or finally introduces a registration tax with a bonus-malus rule, in which buyers of gas guzzlers are asked to pay accordingly.
However, it is just as important to continue to reward those who are already traveling in a climate-friendly manner. That’s about the ten million people who already have a local transport subscription. Most of them must be very diligent public transport users, otherwise a monthly or annual ticket would not be worthwhile for them. The further you commute, the more expensive these subscriptions are, just the route from downtown Munich to the commuter belt or vice versa quickly costs 150 to 200 euros a month. For these people, the nine-euro ticket was a real financial relief, a well-deserved thank you. There should continue to be cheap, regionally valid subscription offers for them. Perhaps such a permanent offer would turn a few more people from car commuters to satisfied train commuters.