Construction planning in the period to 2031 updated and streamlined • Better balance between construction and rail operations through more stable diversions and phased commissioning • ETCS agreed as standard • Corridor rehabilitation principle remains the right approach• Launch of dialogue with federal states and sector

The Federal Ministry of Transport and DB InfraGO have jointly and comprehensively evolved the corridor rehabilitation strategy. The objective is to make the railways more reliable, both in terms of services and the necessary construction work. A key element of the 5-point plan now presented is the reduction of the number of corridor rehabilitations in the period from 2027 to 2031 to 13; previously, 21 corridor rehabilitations had been planned for the next five years. This is to help to ensure that the extensive construction work is completed more reliably as well as on time and on budget. At the same time, the reduction takes account of the limited capacities of Germany’s busy rail network and the resources available to the construction industry.

Moreover, the revised strategy provides for more realistic construction and operational planning, as well as more stable diversion routes. A phased commissioning process following the completion of construction work is another potential measure to make resuming operations more reliable. It was also agreed that ETCS is generally to be prepared and installed as part of the corridor rehabilitations. The Federal Ministry of Transport and DB InfraGO will discuss and work out the details of how to implement the measures on the individual corridors in collaboration with the industry and the federal states. Dialogue formats to this end have been launched and will be continued.

Steffen Bilger, Federal Minister of Transport:

The idea behind the corridor rehabilitation is the right one. However, in the past, the implementation all too often failed to yield the desired results. That is why we are now drawing the necessary conclusions from our experience and are enhancing the strategy. In future, corridor rehabilitations must increase the reliability and punctuality of the railways in a tangible way. To this end, we are focusing on fewer corridors, setting out clearer requirements for digitalization and demanding better planning of construction projects and diversion routes for passenger and freight services. Together with Deutsche Bahn, the federal states and the sector, we have developed a viable solution. I am grateful for this constructive cooperation. It is now crucial that the expectations associated with the corridor rehabilitations be actually and fully met.

Evelyn Palla, Chief Executive Officer of Deutsche Bahn:

The corridor rehabilitation principle remains the right approach. Without the systematic consolidation of construction measures, the rehabilitation of our ailing infrastructure would take even longer. At the same time, we have learned lessons from the first corridor rehabilitations. This is why, over the summer, I worked with the Federal Ministry of Transport to initiate a revision of the strategy. With this 5-point plan, we are now taking the necessary action: We want to carry out the rehabilitation more efficiently and, above all, minimize the disruptions for our customers while construction work is underway. The rehabilitation of the network is indispensable – but how we build is also crucial.

5-point plan for more reliable corridor rehabilitations

1. Prioritize corridor rehabilitations: In the period between 2027 and 2031, only 13 corridor rehabilitations are planned instead of 21. The sequence was specifically adjusted to prioritize the projects offering the greatest benefit in terms of quality, stability and punctuality. Corridor rehabilitations are not cancelled but merely postponed. The required investment in replacement infrastructure and, where necessary, even improvements will be carried out regardless of the postponement. The prioritization of corridor rehabilitations from 2032 onwards will take place next year.

2. Ensure and better manage railway infrastructure capacity: DB InfraGO is stepping up preparations for diversion routes and is coordinating the construction schedule for corridor rehabilitations closely with other construction work across the network. This means, for instance, that construction work is postponed or its course adjusted to create more capacity for services. During the Lehrte – Berlin corridor rehabilitation, there will be a second diversion route available for freight services from February.

3. Digitalization – ETCS is the new standard: From the early 2030s onwards, ‘ETCS Level 2 without signals’ will, as a rule, be installed as part of every corridor rehabilitation. The prerequisite for this are corresponding consultations with the railway undertakings in accordance with the applicable statutory provisions.

In the years up to that point, DB InfraGO will generally make preparations for the modern digital control-command, insofar as this is technically feasible. This means that all renewed signal boxes will be ETCS-compatible from the outset, and that adapted signal locations and modern axle counting technology will be installed – like on the Hamburg – Berlin line. This prepares the migration to ‘ETCS Level 2 without signals’ at a later point in time to the best possible extent. This migration can take place once the majority of the rolling stock has been retrofitted.

On some sections, such as Troisdorf – Wiesbaden and Rosenheim – Salzburg, it has been agreed with the sector that the transitional ‘ETCS Level 2 with signals’ technology is to be installed. Between Frankfurt and Mannheim, this technology has been fully operational since the middle of this year.

4. Reliable commissioning and stable ramp-up: In future, train services are to be resumed gradually, generally starting with freight trains (load testing runs), with passenger services following a little later. In the first weeks, additional journey time buffers may be provided for, certain operational restrictions may be maintained or services may operate at a lower capacity than during full-scale operations. These plans will be discussed in detail with the sector.

A commissioning team manages the transition from construction project to regular operation and ensures that minor shortcomings that only become apparent during operation are dealt with quickly. Planning is already underway for the commissioning of the Obertraubling – Passau and Troisdorf – Wiesbaden corridors, which are scheduled for mid-December 2026.

Moreover, DB InfraGO is introducing a three-phase-model for corridor rehabilitations, comprising a preparatory phase, a main phase and a follow-up phase. Measures that do not require any major operational restrictions will, where possible, be carried out up- or downstream. This is to reduce risks during the main closure and ensure that agreed deadlines are reliably kept. This applies in particular to the complex work on control and signalling technology. For the two corridor rehabilitations currently underway, this means the following: New signal box technology will be installed during the main closure period; commissioning will then take place in phases, with short, temporary closures in 2027. These closures will be incorporated into the timetables.

5. Deliver on rehabilitation promise: The corridor rehabilitations continue to represent a firm promise: build once, modernize thoroughly once and then keep the line largely free of major construction-related restrictions for up to ten years, where possible. DB InfraGO will ensure more consistently that this promise is kept. At the same time, a more realistic approach is needed here too. The aim of the Federal Ministry of Transport and InfraGO continues to be to decrease infrastructure-related disruptions by 80% after a corridor rehabilitation – not immediately but no later than 100 days after commissioning.

Planned corridor sequence 2027 – 2031

The updated strategy provides for the following corridor rehabilitations in the next five years:

2027	Lehrte – Berlin (under construction since October 2026) Rosenheim – Salzburg Fulda – Hanau
2028	Cologne – Koblenz München – Rosenheim (first stage) Hagen – Unna – Hamm Lübeck – Hamburg
2029	Hamburg – Hannover Würzburg – Ansbach – Treuchtlingen Aachen – Cologne
2030	Stendal – Magdeburg Uelzen – Stendal
2031	Lehrte – Groß Gleidingen München – Rosenheim (second stage)

Successes of previous corridor rehabilitations

Despite all justified criticism, no other approach would have made it possible to implement so many necessary rehabilitation measures in such a short space of time. What is more, the completed corridor rehabilitations have yielded significant improvements in terms of disruption frequency and punctuality – albeit to varying degrees and over time. For example, long-distance trains are now 20% more punctual when leaving the Riedbahn (Frankfurt – Mannheim) than when they enter the section. Before the rehabilitation, they became less punctual there. Another example is the Nuremberg – Regensburg line, where infrastructure-related disruptions have decreased by more than 90% since the completion of the corridor rehabilitation in summer. Moreover, this corridor rehabilitation came in below the forecast costs, just like the Hagen – Wuppertal – Cologne corridor rehabilitation.