Germany’s 9 Euro Ticket: A Case Study in Affordable Public Transit

Maybe you considered the 9-Euro-Ticket to attend a concert or explore hiking trails, leveraging summer weekends for travel to picturesque German villages. Or perhaps, like many, you were simply drawn to the incredible value it offered. For a mere 9 euros per month during June, July, and August, this single ticket unlocked travel across Germany – from the bustling U-Bahn in Berlin to regional trains connecting Hamburg to charming North Sea towns.

This initiative, the 9-Euro-Ticket, was a strategic move by the German government, forming a crucial part of a broader relief package designed to combat rising inflation, particularly the surge in energy costs exacerbated by the war in Ukraine and geopolitical tensions. Subsidized by the federal government to the tune of approximately 2.5 billion euros, the ticket provided not only financial respite but also subtly promoted eco-friendly alternatives, encouraging citizens to opt for affordable train journeys over private car use.

By August, Germany’s national railway, Deutsche Bahn (DB), reported that around 38 million individuals had embraced the 9-Euro-Ticket. Public transport usage in numerous areas surged back to pre-pandemic levels. Experts and officials noted a significant uptake for leisure travel, enabling trips that might have otherwise been financially out of reach for some. Initial studies, such as one conducted in Munich, indicated a tangible 3 percent decrease in car traffic within the city between May and June. Another study by German transport companies corroborated this, finding that roughly 3 percent of travelers chose public transport over their cars thanks to the ticket.

While these shifts are modest, the 9-Euro-Ticket, despite initial challenges like overcrowding on certain routes that strained the rail system, undeniably captured the public’s imagination with its affordability and straightforward travel proposition.

Lukas Iffländer, vice chairman of Fahrgastverband Pro Bahn, a passenger advocacy group, aptly stated, “The ticket demonstrates the public’s desire for public transport when it is both user-friendly and affordable.”

However, the era of the 9-Euro-Ticket is drawing to a close.

Currently, there’s no immediate government plan to extend or replace this scheme. Come September, commuters and travelers will revert to standard fares, potentially facing even higher prices as many transport operators are anticipated to raise fares in response to escalating energy costs.

This situation has prompted a national conversation in Germany about the future of public transport and what should succeed the 9-Euro-Ticket. A petition advocating for its continuation has garnered thousands of signatures, and the hashtag #9Euroticketbleibt (“the 9-Euro-Ticket stays”) is a consistent trending topic on social media. Various political factions, advocacy groups, and industry stakeholders have proposed alternatives, ranging from a 69-euro monthly ticket to a 365-euro annual pass. German Chancellor Olaf Scholz himself acknowledged the 9-Euro-Ticket as “one of the best ideas we had,” yet the coalition government remains divided on its long-term replacement.

The 9-Euro-Ticket served its initial purpose of alleviating the financial burden of rising energy costs for German citizens. Beyond that, it has compelled Germany to critically evaluate the role and structure of its public transport system, especially in the context of energy security and the ongoing climate crisis. This three-month experiment could be pivotal in reshaping the nation’s transportation infrastructure, even if fares are unlikely to ever return to such remarkably low levels.

What Germany Learned from its 9-Euro-Ticket Experiment

In spring, the German coalition government unveiled a series of measures to mitigate the economic repercussions of the Russian invasion of Ukraine. These measures included reduced taxes on gasoline and diesel, and the creation of the 9-Euro-Ticket, a three-month initiative coupled with financial compensation for regional and local transit companies to offset revenue losses.

The affordability of the 9-Euro-Ticket was undeniable. A standard monthly public transport pass in Berlin can easily exceed 86 euros, while in Munich, depending on the zones covered, it can climb to over 150 euros.

Beyond cost savings, the 9-Euro-Ticket simplified public transport across city and regional boundaries. Isabel Cademartori, a member of the Bundestag and the Committee on Transport, noted, “The most praised aspect of the ticket was its sheer simplicity.”

The 9-Euro-Ticket eliminated the complexities of fare zones and тариф structures. Passengers could seamlessly transition between U-Bahn, regional trains, and buses within cities and across regions, all with a single ticket (high-speed intercity trains were excluded).

This ease and affordability broadened travel possibilities, particularly for leisure. Government officials and researchers observed a surge in recreational trips. Callum, a PhD student in Munich, recounted using the ticket for hiking excursions and encountering locals in smaller towns who directly attributed the influx of visitors to the 9-Euro-Ticket, highlighting its widespread appeal and impact on local tourism.

Markus Siewert, managing director of the TUM Think Tank, shared anecdotes of emails from seniors and lower-income individuals who expressed that the 9-Euro-Ticket enabled them to take vacations or send their children on school trips for the first time, underscoring its social inclusivity.

However, this surge in ridership occasionally stretched Germany’s transport infrastructure, particularly during peak times like weekends and holidays. Overcrowded trains, packed platforms, and capacity constraints were reported, especially during the initial holiday weekends of the promotion in June. This also placed additional strain on train and station staff. While some issues were mitigated over time, the experiment illuminated existing pressure points within Germany’s public transport network.

A secondary objective of the 9-Euro-Ticket was to potentially curb gasoline consumption by encouraging train travel over car usage.

The data on this aspect presents a mixed picture. A survey by the Association of German Transport Companies (VDV) indicated that approximately a quarter of trips taken using the 9-Euro-Ticket were newly generated trips that wouldn’t have happened otherwise. Regarding modal shift, only around 3 percent of respondents stated they substituted public transport for car travel.

Research from the Technical University of Munich (TUM) and the Munich School of Politics (HfP) corroborated these findings, also registering a 3 percent decrease in car usage from May to June and early July in Munich.

Conversely, the TUM researchers noted a significant 35 percent increase in bus and tram usage among their Munich sample. Around 22 percent of participants were new public transport users, with about a quarter of them using it four or more days per week. Traffic data from Tomtom also showed reduced traffic congestion in 23 out of 26 German cities during the 9-Euro-Ticket period.

These shifts occurred within just three months. While car ownership habits are unlikely to drastically change in such a short timeframe, the 9-Euro-Ticket provided a tangible incentive to consider public transport. The key questions now are whether these newly acquired public transport habits will persist beyond the program’s end and if a more permanent, appropriately priced ticket could solidify a lasting shift towards public transit. Achieving this may require investments extending beyond just fare subsidies.

Alexander Kaas Elias, spokesperson for railway policy for the Greens Faction in Berlin, emphasized, “For a long-term transport transition, affordable public transport is essential, coupled with an expansion and improvement of train and bus services.”

A Temporary Measure that People Want to Make Permanent. But How?

Luka Blazic, waiting for the S-Bahn in Munich, mentioned he hadn’t repurchased the 9-Euro-Ticket after his initial June purchase.

The 25-year-old law student found it useful for commuting to university with heavy books, but less reliable and convenient for late-night travel or time-sensitive appointments. This August trip was an exception.

While complaints about Munich’s public transport might seem less significant compared to some regions, the 9-Euro-Ticket experiment highlighted existing weaknesses in Germany’s system. Complexity, gaps in connectivity – particularly between cities and smaller towns, and within smaller urban and rural areas – were exposed.

Bernd Reuther, a Free Democrat Bundestag member, emphasized the need for simplification and infrastructure investment to enhance reliability and encourage daily public transport use. He contrasted car dependence in his rural district with car-free lifestyles in his Berlin office due to superior infrastructure.

Many view infrastructure investment as crucial for Germany’s long-term climate goals, beyond the immediate energy crisis response. Frederic Rudolph, head of T3 Transportation Think Tank, argued that the 9-Euro-Ticket’s impact was somewhat diluted by simultaneous fuel subsidies. He stressed that supporting public transport alternatives must be coupled with restrictions on car use to be truly effective.

However, bolstering public transport comes at a cost, the central challenge in replicating or replacing the 9-Euro-Ticket. Government estimates place the annual cost of continuing the 9-Euro-Ticket at 14 billion euros. Finance Minister Christian Lindner argued these funds would divert resources from other essential sectors like education, highlighting the financial trade-offs.

Lindner’s comments reflect the divisions within Germany’s coalition government regarding the 9-Euro-Ticket’s future. Transport Minister Volker Wissing has initiated a working group with federal states to develop proposals, expected later in the fall.

Some SPD officials have advocated for a 365-euro annual ticket, effectively costing 1 euro per day for public transport. The Greens have proposed a 29-euro regional monthly ticket and a 49-euro nationwide monthly option. Industry groups have echoed similar ideas, suggesting a “Klimaticket” with flexible regional options.

While acknowledging that 9 euros might be too low for long-term sustainability, officials and advocates agree on the need for accessible and affordable pricing across income levels and locations. Crucially, the experiment underscored the importance of simplicity and removing barriers to public transport access. Tim Alexandrin, spokesperson for the Ministry of Transport, affirmed, “The people want a German-wide ticket.”

Despite public demand, a new comprehensive plan is unlikely before the 9-Euro-Ticket expires. Its success has demonstrated the potential for more accessible and affordable public transport in Germany, while also revealing the scale of investment and systemic changes required to achieve it sustainably.