Meinfernbus and Flixbus – Green, better, more expensive – Süddeutsche.de

Meinfernbus and Flixbus – Green, better, more expensive – Süddeutsche.de

• Meinfernbus and Flixbus want after the merger control significantly more cities and also offer more trips.
• Therefore, the company needs more bus drivers than before.
• means For customers of merger more tender, but probably also higher prices.

Analysis of Daniela Kuhr, Berlin, and Michael Kuntz

You have to look closely to notice the difference in the buses that before on Friday morning Tempodrome the middle of Berlin are. They are still green, just like before. But where until yesterday only “Meinfernbus” it stood, now there are two names: first Flixbus and then Meinfernbus

This apparently is what happens when young, creative entrepreneurs get together at a “fusion at eye level.”. They can not agree on a common name for the new company, they simply take the two previous name. This is good, because no one should have the feeling of having to give up something. On one point, however, has the former number one of the market, Meinfernbus, but then recognizable enforced: the color for the new brand logo. Just green. Flixbus-founder Jochen Engert explained as promptly why he did not pass the blue of his former company: “We found it very difficult indeed to give up our color But the slogan of Meinfernbus ‘Drive Green’ has always impressed us. . “

The new company needs now much more driver

As of now fight Flixbus and Meinfernbus so common for customers. The two largest long-distance bus suppliers have transported last year a total of nearly eleven million passengers in 560 buses. In the course of this year they want to transport a further 18 to 20 million passengers in 1000 buses. For this purpose, they want to control several new targets abroad, such as Brussels, Paris and Venice. “We are certain that what worked in Germany, will also work in Europe,” says Engert with a view of the rapid growth that have provided in the past few years the two companies. In 2012 she transported 200 000. people in it already 3.2 million and last year more than ten million.

Together, the companies will offer not only expanding, but also improve. So it should as soon as possible to give every half hour a connection between Hamburg and Berlin, and every 30 to 60 minutes traveling between Stuttgart and Munich. Also hope the two companies, now can address urgent problems better and more powerful. So they need about a lot more riders, not just anybody, but “drivers who enjoy it to act as a host for our customers,” said Panya Putsathit, who founded together with Torben Greve three years ago Meinfernbus. Of planned sales targets betrayed the five managing directors who want to work together as equals in the future, nothing. Nor would say what amount the new investor General Atlantic has gone. He was a minority shareholder, it was only

remote bus Next stop roadside

The success story of the long-distance buses is in contrast to the states at many stations , Neither Company nor politicians want to invest in new bus stations. Now even a bus toll is under discussion. Report

More reliability, higher prices

However, the concentration raises criticism. So customers could expect in the future, although cheaper travel times than before, ie, with departures at fixed cycles and additional express buses that drive long distances without stopping by. However, will weaken the price war. The ticket prices will increase by the expected independent IGES Institute in Berlin, which accompanied the remote bus market scientifically since liberalization. This trend was observed prior to the announcement of the merger: The drive is currently in the remote bus would cost an average of ten cents per kilometer, the end of last year, there were 8.6 cents. “The previous low price levels, the industry does not hold out anyway,” says IGES expert Christoph Gipp. “The remote bus is but its future still cheaper than train or car, because this is his advantage in the market.” The merger is a logical consequence of the high competition pressure below the current 28 providers. In the medium term Gipp only three to four major providers.

One of them will be Stagecoach, an association founded in Britain in 2003 provider of bus, coach, rail and tram connections, which is also active in North America and in Germany competes as megabus.com. Its managing director Steven Stewart calls for allies against MeinFernbus FlixBus that is to come, according to Stewart on a 75 percent share of the total market for city breaks: “We take strong that competent politicians, regulators and of course passengers are wondering what the new situation in the future for the offered service level means and whether prices will rise and, of course, whether this development in terms of customer is. ” Megabus is still in Germany as a small niche companies go. Stewart criticized the expansion will stopped by authorities “by delays in the approval process but very clear.”