Development in the year under review
- Price adjustments and the omission of strike effects from the previous year led to a significant improvement in revenues.
- Operating profit figures under pressure due to additional burdens from collective bargaining effects, an increase in the number of employees and higher depreciation in connection with capital expenditures. Compensation payments for damages to TOCs due to operational and infrastructure-related issues remained at the high level of the previous year.
- Gross capital expenditures significantly higher due to measures implemented in the existing network. Government grants for maintenance measures continued at a higher level.
| DB InfraGO | 2025 | 2024 | Change | |
|---|---|---|---|---|
| absolute | % | |||
| Punctuality DB Group (rail) in Germany (%) | 87.9 | 89.4 | –1.5 | – |
| Punctuality (rail) in Germany 1) (%) | 86.5 | 88.1 | –1.6 | – |
| Facilities quality (passenger stations) (grade) | 2.72 2) | 2.72 2) | – | – |
| Customer satisfaction track (grade) | 3.8 | 3.7 | +0.1 | – |
| Customer satisfaction stations (passengers/visitors) (grade) | 2.5 | 2.6 | –0.1 | – |
| Customer satisfaction stations (TOCs, public transport authorities and Federal states) (grade) | 2.9 | 2.7 | +0.2 | – |
| Customer satisfaction tenants (grade) | 2.1 | 2.3 | –0.2 | – |
| Condition grade overall network (grade) | 3.00 3) | 3.03 3) | –0.03 | – |
| Condition grade passenger stations (grade) | 3.03 3) | 3.09 3) | –0.06 | – |
| Length of line operated as of Dec 31 (km) | 33,389 | 33,365 | +24 | +0.1 |
| Passenger stations as of Dec 31 | 5,411 | 5,401 | +10 | +0.2 |
| Train kilometers on track infrastructure (million train-path km) | 1,107 | 1,102 | +5 | +0.5 |
| thereof non-Group railways | 455.0 | 448.7 | +6.3 | +1.4 |
| Share of non-Group railways (%) | 41.1 | 40.7 | +0.4 | – |
| Station stops (million) | 159.1 | 159.7 | –0.6 | –0.4 |
| thereof non-Group railways | 47.6 | 49.3 | –1.7 | –3.4 |
| Total revenues 4) (€ million) | 8,588 | 8,229 | +359 | +4.4 |
| thereof train-path revenues (€ million) | 6,823 | 6,147 | +676 | +11.0 |
| thereof station revenues (€ million) | 804 | 1,039 | –235 | –22.6 |
| thereof rental 4) (€ million) | 447 | 430 | +17 | +4.0 |
| External revenues 4) (€ million) | 3,164 | 3,092 | +72 | +2.3 |
| Share of total revenues 3) | 36.8 | 37.6 | –0.8 | – |
| EBITDA adjusted 4) (€ million) | 1,189 | 1,208 | –19 | –1.6 |
| EBIT adjusted 4) (€ million) | 10 | 267 | –257 | –96.3 |
| Operating income after interest 4) (€ million) | –163 | 39 | –202 | – |
| Gross capital expenditures 4) (€ million) | 18,301 | 15,227 | +3,074 | +20.2 |
| DB-financed net capital expenditures 4) (€ million) | 2,668 | 3,190 | –522 | –16.4 |
| Employees as of Dec 31 4), 5) (FTE) | 72,941 | 71,216 | +1,725 | +2.4 |
| Employees annual average 4), 5) (FTE) | 72,078 | 69,776 | +2,302 | +3.3 |
| Employee satisfaction (SI) | – | 3.7 | – | – |
| Share of women as of Dec 31 4) (%) | 24.0 | 24.4 | –0.4 | – |
| Track kilometers noise-remediated in total as of Dec 31 (km) | 2,422 | 2,324 | +98 | +4.2 |
| Absolute Scope 1 and 2 greenhouse gas emissions (track) compared to 2019 (%) | –68.7 | –9.4 | –59.3 | – |
| Absolute Scope 1 and 2 greenhouse gas emissions (passenger stations) compared to 2019 (%) | –85.3 | –27.2 | –58.1 | – |
1) Non-Group and DB Group train operating companies.
2) Preliminary figure.
3) Data is reported with a one-year delay, as figures are not available until April of the following year.
4) Figures for 2024 adjusted due to the merger of DB Kommunikationstechnik GmbHµ .
5) Since 2025 excluding interns and working students. Figures as of December 31, 2024, and for the previous year have not been adjusted.
The punctuality of DB Group and of rail in Germany declined in 2025. One of the main reasons is the high level of disruption caused by outdated and fault-prone infrastructure, including old interlockings, the superstructure and dilapidated railway bridges. The consistently high number of restricted speed sections throughout the year also impairs operational quality across the entire network infrastructure. Other major causes of delays included intensive construction activity combined with short-term construction requirements, as well as partly high utilization of the track infrastructure. In addition, the replacement of defective concrete ties remained an operational challenge in 2025.
The quality assessment of all about 5,700 passenger and traffic stations under LuFV III is conducted in accordance with the Facility Quality Assessment (Bewertung Anlagenqualität; BAQ). The facility portfolio for stations comprises more than 89,000 facilities, which were assessed using the methodology for determining their condition grade. In 2025, the condition of the platforms deteriorated slightly, while the condition of escalators and information and telecommunications systems improved.
Customer satisfaction developed in a mixed way in 2025:
- Customer satisfaction in the track area declined slightly once again. The about 230 customers who took part in the survey were even more critical than in the previous year, particularly with regard to construction measures and infrastructure availability.
- In the stations area (passengers and visitors), satisfaction in 2025 was slightly higher than in the previous year. The survey is conducted on the basis of about 80,000 interviews per year. The three most important areas of performance are: cleanliness, security and passenger volume at the station. Cleanliness and security contributed to the positive trend, while punctuality had a negative effect.
- In the stations area (TOCs, public transport authorities and Federal states), satisfaction declined compared to the previous year, driven by contracting organizations and Federal states. On the other hand, TOCs are more satisfied, particularly with the support provided by station management.
- Tenant satisfaction improved again in 2025. The support provided by headquarters and the regions saw a very positive trend compared to the previous year.
The total network condition grade was developed to make it possible to measure and compare the condition of both the rail network (network condition grade) and stations (passenger station condition grade) using a standardized rating scale ranging from 1 (as good as new) to 5 (poor) or 6 (unsatisfactory). It combines various condition and quality characteristics (age, structural/technical condition and availability) and links them to an indicator for maintenance and renewal needs. This provides a transparent and objective basis for evaluating and managing the network and station infrastructure.
In 2024, the condition of the rail network improved slightly. The figure for 2025 will not be available until April 2026. The network condition grade rose slightly, reaching a higher quality level for the first time in years. This improvement was primarily due to an increase in the frequency of superstructure renewal.
Performance was roughly on a par with the previous year:
- Train-path demand: The omission of negative strike effects from the previous year was almost entirely offset by additional construction-related restrictions.
- The increase in demand from non-Group customers was primarily due to the takeover of rail freight transports. This was offset by a decline in regional passenger transport, where services were transferred.
- Demand from intra-Group customers remained roughly at the previous year’s level. The decline in performance at DB Cargo was almost entirely offset by growth in passenger transport (particularly at DB Regional).
- Station stops: Development in line with the previous year. The negative effects of an additional operating day in the previous year and service disruptions caused by construction work were almost entirely offset by the omission of negative strike effects.
Economic development was significantly weaker in 2025 and remains challenging. Additional burdens resulted in particular from the expansion of measures to improve the quality and availability of the rail infrastructure, collective bargaining effects and significantly higher depreciation due to Government funding through equity increasesµ 306 instead of investment grants. Higher revenues (primarily due to price effects and the omission of strike effects from the previous year) and increased Government funding for maintenance expenses only partially offset these effects. The adjusted profit figures declined significantly and adjusted EBIT was only slightly positive.
Income development was significantly better overall:
- Other operating income (+14.1 %/€ +525 million): Very significant increase, driven primarily by higher Government grants related to the funding of rail infrastructure maintenance measures (partially offsetting effect in cost of materials). Another key factor was higher income from construction projects and services for third parties.
- Revenues (+4.4 %/€ +359 million): Significant increase due to price adjustments and the omission of negative strike effects from the previous year. Adjustments to the train-path and station pricing system also resulted in a shift in revenues from the Passenger Stations business area to the Track business area with no impact on profit and loss. In particular, construction-related limitations on the reliability and availability of the rail infrastructure continued to have a negative impact.
On the expense side, there were significant additional burdens, particularly in personnel expenses (mainly due to collective bargaining agreements), in connection with maintenance measures and as a result of higher depreciation in connection with capital expenditures:
- Personnel expenses (+10.6 %/€ +563 million): The significant increase was due to collective bargaining effects and a higher average number of employees.
- Cost of materials (+6.1 %/€ +295 million): The significant increase is primarily attributable to a further intensification of maintenance activities aimed at improving the quality and availability of the rail infrastructure. Price effects also contributed to higher expenses. In addition, expenses rose for purchased services, security and cleaning services, and in connection with the expansion of station modernization projects. These were partially offset by cost-reducing effects resulting from lower energy prices, as well as a decline in expenses for purchased transport services in the construction logistics area.
- Depreciation (+25.3 %/€ +238 million): Significant increase due to capital expenditures. As in the previous year, capital expenditures in rail infrastructure were also financed through Government equity measures. This leads to higher assets subject to depreciation and, as a result, a generally higher level of depreciation. In contrast to equity-financed capital expenditures, investment grants are deducted directly from the acquisition and production costs of the assets financed with grants.
- Other operating expenses (+6.1 %/€ +176 million): The increase is largely due to higher project expenses. Among other things, expenses for vehicle rentals and IT services also increased. This was partially offset by lower Group charges, among other things.
Capital expenditures increased significantly, mainly as a result of higher capital expenditures in the existing network. This increase was due to higher Government grants. DB-financed net capital expenditures declined.
The number of employees increased significantly due to new hirings in the areas of operations and maintenance, in particular. An additional increase resulted from intra-Group transfers of employees in connection with organizational adjustments.
The share of women as of December 31, 2025, decreased compared to the end of the previous year.
The track kilometers noise-remediated in total increased due to the continued implementation of measures. For further information, see the unaudited sustainability statement in the chapter on Affected communities (ESRS S3).
Absolute Scope 1 and 2 greenhouse gas emissions from operations have continued to decline significantly in both business areas compared to 2019. The main reason for this is the transition, effective from the beginning of 2025, from 50 Hz grid power to 100 % renewable energies for all stations, maintenance depots, office buildings and stationary facilities in Germany supplied by DB Energy.