The German government’s decision to proceed with a major overhaul of the Hagen-Wuppertal-Cologne railway line while conspicuously omitting the replacement or modernization of critical signaling infrastructure is drawing sharp criticism and accusations of a deliberate “cut corners” approach. A recent parliamentary response to a query from the Green Party (Die Grünen) revealed that Deutsche Bahn’s (DB) infrastructure subsidiary, DB Infrago, will not address the eight signal boxes controlling the line, despite three being rated in a “critical” condition and another two deemed “very poor.
The Ministry’s response, reported by the Süddeutsche Zeitung, justifies this omission by stating that planning prioritizes infrastructure and stations with the “greatest need and urgency”. However, a closer examination of the assessment ratings provided by DB Infrago exposes a precarious situation. Signal boxes in Schwelm, Solingen, Hagen-Hauptbahnhof, Wuppertal-Oberbarmen and Wuppertal-Steinbeck have received ratings of 4.5 to 6.0 – scores indicating “significant impairment of quality” and, in the highest cases, “potentially serious operational impacts requiring corrective measures to avert critical incidents.
Green Party parliamentarian Matthias Gastel has condemned the decision as a deceptive refurbishment, accusing the government and DB of prioritizing cost savings over safety and reliability. He drew a parallel to a previous criticism leveled by current parliamentary secretary Ulrich Lange (CSU) when he was in opposition, regarding what he then called “cut corners” restructuring projects elsewhere. Gastel challenged Lange to take decisive action and hold DB accountable, echoing his past calls for stricter oversight of the national rail network.
Deutsche Bahn attributes the exclusion of signal box upgrades to the “short lead time for planning” and the absence of pre-existing projects. However, Gastel, formerly a member of DB Infrago’s supervisory board, dismissed this explanation, pointing to the established timeline for the general refurbishment, which has been in place since 2024. He argues that ample opportunity existed for incorporating the necessary upgrades.
Furthermore, the planned overhaul neglects the integration of the modern European Train Control System (ETCS), further raising concerns about the project’s long-term viability and safety. Even the station refurbishment component appears compromised, with only six of the twelve stations along the route slated for complete renewal and just four designated as “future stations” delaying upgrades for key locations like Solingen and Ennepetal. The completion of work on the six S-Bahn stations is scheduled for 2027, long after the broader rail corridor refurbishment is supposedly finished, highlighting a fragmented and potentially unsustainable approach to vital infrastructure investment. The scope and timeline of the project are now facing intense scrutiny, with critics questioning whether the perceived cost-cutting measures ultimately risk compromising passenger safety and operational efficiency.
