German rail CEO Rüdiger Grube has suffered greatly as a result of Stuttgart 21, the controversial large-scale railway construction project in the major southern German city. Enraged citizens have called Grube a swindler and worse. He even received anonymous death threats when a section of Stuttgart's old railway station was demolished to make room for the new project.
Throughout all this, though, Grube knew he could rely on support from German Chancellor Angela Merkel and her administration, the politicians who first elevated construction of a new transport hub to become a key issue for Germany in its role as an economic power.
But that support, too, now appears to be a thing of the past. Last week, three state secretaries from the German government paid a visit to Deutsche Bahn's headquarters in Berlin, where they spent four hours questioning Grube on Stuttgart 21, calling into doubt nearly every bit of planning Grube had ever drafted for the project.
Michael Odenwald, a state secretary at the German Transport Ministry, along with his counterparts Hans Bernhard Beus from the Finance Ministry and Bernhard Heitzer from the Economics Ministry, also hold seats on the supervisory board of Deutsche Bahn, which is currently 100 percent owned by the German government. The three government officials queried Grube's projected costs for the undertaking, also finding fault with its sloppy planning and lack of alternative options. They were particularly relentless on the matter of Deutsche Bahn's estimate of the cost if the project were to be called off: an additional 2 billion ($2.7 billion).
Containing Collateral Damage
One of the most expensive construction projects the German government has ever undertaken now looks unlikely ever to be completed. Chancellor Merkel's Christian Democrats have already lost a state election in Baden-Württemberg as well as a municipal election in the state's capital of Stuttgart over the issue, with the Green Party installing the governor and the mayor. Now the controversy surrounding this regional train station threatens to impact the national election in September as well.
That's an outcome none of the project's major players wants, and all of them are hurrying to distance themselves as much as possible from Stuttgart 21 and its problems. No one wants to take responsibility for the delays and billions in additional costs the project has run up. Instead, those involved with the project are looking for a more or less acceptable way to shut down the entire venture -- and to keep it from causing collateral damage in Berlin just months before the country's voters head to the polls.
The situation strikes particularly close to home for the state secretaries who also serve on Deutsche Bahn's supervisory board. They have watched the debacle over Berlin's much-delayed new airport unfold over the last months, and know that auditors and lawyers will examine whether to hold not only the project's managers but also the supervisory board accountable for the financial problems that have arisen in the course of the airport's construction.
The government representatives on the Deutsche Bahn supervisory board don't want to let things get that far in the case of Stuttgart 21, so they're stopping CEO Grube in his tracks early on. The chancellor and Transport Minister Peter Ramsauer have every interest in avoiding the same sort of political disgrace that has now enveloped the Berlin airport's two principle constructors, Berlin Mayor Klaus Wowereit and Matthias Platzeck, governor of the state of Brandenburg, which surrounds Berlin.
Only Greens Benefit from Problems
Even the opposition Social Democratic Party (SPD) is getting nervous. Strategists at the party's Berlin headquarters are watching anxiously as their colleagues in Stuttgart continue to fight a losing battle to see the construction project through -- and in doing so, risk losing their party considerable support in the federal elections to be held in September.
At the moment, only the Green Party is benefiting from the situation. "Ramsauer already holds a considerable share of the responsibility for the Berlin airport," says Green Party co-chair Cem Özdemir. "I'm very curious to see if and how the CDU's leading candidate Merkel plans to enter the parliamentary election campaign weighed down by these two major construction project debacles."
The three state secretaries who sit on the Deutsche Bahn supervisory board met for a crisis summit last Thursday, in the hope of preventing any further damage. The three supervisory board members had plenty to talk about -- they were not satisfied with the information they had received from Grube two days before.
"The more I look into this matter, the more skeptical I become," said one supervisory board member. "Does it really make sense to keep hanging on to Stuttgart 21?"
The three state secretaries want to get the Deutsche Bahn supervisory board to call a special session as soon as possible. The date currently under discussion for the meeting is March 5, and the supervisory board would then instruct Deutsche Bahn's executive board to begin discussing with the other parties involved in the project -- the state of Baden-Württemberg, as well as both the city and region of Stuttgart -- how to allocate responsibility for the project's over-budget expenses.
One option the federal government would consider is that of having the project's local partners take on all costs that relate to landscaping around the railway station. It isn't Deutsche Bahn's responsibility, says one supervisory board member, to fund the city of Stuttgart's landscaping. "If the city and the state want it to look nice, they need to do that at their own expense," he says.
No Longer Economically Feasible
Such strategies, though, are essentially just playing for time. The state secretaries know it's highly unlikely that Stuttgart will contribute even a single euro more to this project that has grown so unpopular there and has become such a lightning rod for mass protests. Ultimately, most of the additional costs will end up being shouldered by Deutsche Bahn.
That's why the three state secretaries want to know as precisely as possible what risks the federal government faces as Deutsche Bahn's sole owner. All project figures so far have been calculated either by Deutsche Bahn's executive board or by external consultants the board hired, and the government is no longer willing to rely on those numbers.
The mistrust that has arisen between the supervisory board and Deutsche Bahn's management is considerable. Grube and his executives, the supervisory board says, must have known by last summer at the latest about the billions in excess costs, but the board says it wasn't informed until shortly before its December session.
Now Deutsche Bahn is paying a high price for that presumed sleight of hand. The supervisory board wants to know, for example, exactly why the project still hasn't found a technical solution for over 1,000 supply lines it needs, or why the purchase of more than 2,700 land lots still isn't complete.
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