The revised strategy also introduces stronger diversion planning, phased reopening and a clearer approach to ETCS deployment.
Germany is scaling back the number of simultaneous corridor renewals in an effort to make construction more predictable and reduce pressure on passenger and freight operations.
The Federal Ministry of Transport and DB InfraGO have presented a revised five-point strategy covering projects through 2031. Instead of the previously planned 21 corridor renewals, 13 will now be carried out during the period.
The remaining projects are not being cancelled but postponed beyond 2031. Necessary replacement investments and selected improvements may still proceed independently of a full corridor renewal.
More capacity for diversions
DB InfraGO will prepare diversion routes more extensively and coordinate corridor closures more closely with other construction work across the network.
Other projects may be rescheduled where necessary to preserve capacity. On the Lehrte—Berlin corridor, for example, a second diversion route for freight trains is due to become available from February.
The ministry and DB InfraGO say the revised programme reflects both limited capacity on the German rail network and constraints within the construction industry.
ETCS becomes the standard
The strategy also sets a clearer direction for digital signalling.
From the early 2030s, corridor renewals are in principle to include ETCS Level 2 without lineside signals, subject to consultation with railway undertakings.
Before then, renewed infrastructure will be prepared for later ETCS conversion wherever technically possible. New interlockings are to be ETCS-compatible, while signal locations and axle-counting systems will also be adapted.
On selected routes, including Troisdorf—Wiesbaden and Rosenheim—Salzburg, ETCS Level 2 with signals will be used as an interim solution.
Gradual return to operation
DB InfraGO also plans to change how renewed corridors return to service.
Instead of immediately restoring the full timetable, traffic will be restarted in stages. Freight trains are generally expected to operate first as load and test services, followed by passenger services.
Temporary restrictions or additional running-time margins may remain during the first weeks. A dedicated commissioning team will manage the transition and address defects that emerge after reopening.
The model is already being prepared for the Obertraubling—Passau and Troisdorf—Wiesbaden corridors, scheduled to return to operation in December 2026.
The company is also introducing a three-phase approach consisting of work before, during and after the main closure. Measures that do not require major traffic restrictions will increasingly be shifted outside the full blockade.
The core objective remains unchanged: after a corridor renewal, the route should remain largely free from major construction-related restrictions for up to ten years. DB InfraGO and the ministry are also maintaining the target of reducing infrastructure-related disruptions by 80%, although this should now be achieved within 100 days of reopening rather than immediately.
Corridor programme for 2027–2031
2027: Lehrte—Berlin; Rosenheim—Salzburg; Fulda—Hanau
2028: Cologne—Koblenz; Munich—Rosenheim, first stage; Hagen—Unna—Hamm; Lübeck—Hamburg
2029: Hamburg—Hanover; Würzburg—Ansbach—Treuchtlingen; Aachen—Cologne
2030: Stendal—Magdeburg; Uelzen—Stendal
2031: Lehrte—Groß Gleidingen; Munich—Rosenheim, second stage
The Munich—Rosenheim corridor is divided into two stages, resulting in 14 individual project phases within the 13-corridor programme.
Implementation details will now be discussed with railway companies, federal states and other industry stakeholders.
