Deutsche Bahn's management has carefully calculated the cost of upgrading the German railway system, and the figures are far from insignificant: a €150 billion investment over ten years is necessary to reverse the current situation. DB openly acknowledges that the network is outdated, overcrowded, and prone to breakdowns and disruptions. As a result, Werner Gatzer, Chairman of the Supervisory Board, has called for the creation of an infrastructure fund to ensure adequate investment.
For 2024 alone, the federal railway company has allocated €17 billion for works—a spending level not seen in recent years. However, a steady flow of resources is essential. The demand is primarily directed at the incoming government, to be elected in the German parliamentary elections scheduled for 23 February 2025.
But Deutsche Bahn is not the only entity presenting a dossier to the next government. Associations representing the interests of railway sector operators have also stepped forward, jointly drafting a document outlining three areas of intervention: guaranteed funding for infrastructure investments, a tariff policy to facilitate network access, and specific measures to boost freight transport.
The first chapter focuses on funding, which should shift from reactive maintenance to preventative maintenance strategies. In cases of service interruptions due to works, operators should always be compensated for the additional costs incurred. Moreover, plans to introduce new control and signalling technologies, such as the European Train Control System (ETCS) standard, need to be accelerated.
The second issue lies in network access tariffs, which have seen continuous increases, with a further 35% rise expected by December 2025. Freight trains, as well as long-distance passenger trains, are particularly disadvantaged, as local services benefit from capped tariffs. This leaves the additional costs to be borne by other trains. Legislators should adopt a new regulatory framework that better aligns with market needs. In the meantime, the current subsidy system should be extended.
The operators’ proposals culminate in measures aimed at enhancing freight transport. At the core of these proposals is the need for a modern, efficient infrastructure. However, this alone is not sufficient. Track planning must ensure reliability for freight services, while competitive conditions are essential to support intermodal transport. From an infrastructure perspective, more passing loops, crossing tracks, and marshalling yards are needed, with a standard track length of 750 metres. Access points to the railway network must also be expanded, including improvements to existing connections and terminals.
Innovation is another priority. The digital automatic coupling (DAC) system needs to move beyond the experimental phase, with financial support provided for operators to cover installation costs. As is evident, this is far from a marginal agenda. It addresses investments in infrastructure and operational rules and regulations on a broad scale. The associations have documented their proposals in detail, leaving it to the new institutional bodies elected on 23 February 2025 to take the next steps.
Piermario Curti Sacchi
