Volume sold in long-distance transport

• Long-distance transport services provided, measured in passenger kilometers (pkm).
• In 2025, the volume sold increased slightly.
• The volume sold in long-distance transport fell short of our forecast due to poor operational performance and the continued high volume of construction work.

Volume sold in regional transport

• Regional (rail) transport services provided in passenger-kilometers (pkm).
• In 2025, the volume sold increased slightly.
• The target for 2025 was met.

Train kilometers on track infrastructure

• This metric describes the total number of train-path kilo­meters (train-path km) realized.
• In 2025, the train kilometers on track infrastructure re­mained at the previous year’s level.
• The target for 2025 was not met due to construction-related constraints that were more severe than expected and the lack of economic momentum.

Employee satisfaction

• The employee survey is conducted every two years; the next one will take place in 2026.

Absolute greenhouse gas emissions (Scope 1 and 2)

• The absolute Scope 1 and 2 greenhouse gas emissions, expressed as a percentage compared to 2019, consist of the absolute greenhouse gas emissions from all business units and divisions of DB Group. Greenhouse gas ac­count­ing is based on the final energy consumption and perfor­mance data collected and aggregated across the Group, as well as the emission and energy factors used uniformly throughout DB Group. In greenhouse gas accounting, we take into account all relevant greenhouse gases in accor­dance with the GHG Protocol. The reported Scope 2 emissions take market-based mechanisms into account. For further information, see the unaudited sustainability statement in the Climate change mitigation (ESRS E1) chapter under Metrics. In 2025, we reviewed our 2040 climate protection target. In the process, absolute Scope 1 and 2 greenhouse gas emissions were completed by systematically expanding our database and integrating previously unreported smaller subsidiaries from the Subsidiaries / Other area, as well as fugitive emissions (e. g. refrigerant losses in the air-conditioning systems of our vehicles). We have also updated the base year 2019 accordingly. Our climate protection goal will continue to be reviewed and revised on a regular basis.
• Absolute Scope 1 and 2 greenhouse gas emissions were further reduced compared to the previous year. Key drivers included DB Energy’s transition to 100 % renewable energies for the power supply at our stationary facilities and buildings in Germany, as well as the lower volume produced in rail freight transport and the resulting decline in energy consumption.
• Due to the expansion and completion of our greenhouse gas accounting, absolute greenhouse gas emissions increased both in the base year 2019 and in 2025. This results in limitations regarding comparability with our forecasts for 2025. Overall, however, an improvement in line with the forecast trend can be observed.

Share of renewable energies in the DB traction current mix

• The share of renewable energies in the DB traction current mix in Germany is a preliminary figure for 2025 as of January 2026. The figure does not include subsidies due to the Renewable Energy Sources Act (Erneuerbare-­Ener­gien-Gesetz; EEG). The data for previous years reflects the current status of mandatory electricity labeling under the Energy Industry Act (EnWG) and may therefore differ from the preliminary figures in previous reports. For further information, see the unaudited sustainability statement in the Climate change mitigation (ESRS E1) chapter under Metrics.
• In 2025, the share of renewable energies in the DB traction current mix in Germany was further increased based on preliminary figures.
• In terms of the share of renewable energies, the forecast was exceeded due to trends in consumption and the availability of renewable energies.

Track kilometers noise-remediated

• The sections of track affected by noise are summarized in the overall noise remediation concept and prioritized according to the degree to which they are affected. The determination of the affected areas as well as the dimen­sioning and implementation of our noise reme­diation measures are carried out mathematically with the help of noise reports in accordance with emissions protection legislation. For further information, see the unaudited sustainability statement in the chapter on Affected commu­nities (ESRS S3).
• The track kilometers noise-remediated in total increased due to the continued implementation of measures.
• The progress of the noise-remediation project was in line with our forecasts.

We discuss infrastructure development measures in the chapter on the DB InfraGO business unit.

Key performance indicators

Infrastructure-related delays

Improving punctuality requires continual internal steering. This is done based on lost units (the number of delays exceed­ing 90 seconds).

• This key figure describes the number of lost units (LU) per day. An LU refers to a delay of 90 seconds or more. In this context, each case constitutes a lost unit, meaning that multiple lost units can occur during a single trip. Lost units from DB Energy facilities, external RICs and DC-powered S-Bahn (metro) trains are not included in the metric.
• The infrastructure-related LU per day increased in 2025.
• The forecast was not met, primarily due to a high level of interference in the areas of construction and facility, particularly in command and control technology as well as switches. The increased number of restricted speed sections and short-term construction measures also had a negative impact on quality. In addition, high utilization rates and extensive, high-impact construction projects exacerbated the capacity conflict between operations and construction.

Generally modernized kilometers

• Number of kilometers of track modernized under the corridor modernization program. This will involve replacing all outdated and unreliable equipment. The necessary modernization work will be completed as quick­ly as possible. The line is defined by the line bound­aries between two hubs where corridor modernization is being carried out.
• The target for 2025 was met.

Restricted speed sections across the total network

• The number of restricted speed sections includes the average number of restricted speed sections per day caused by defects and those mandated by regulatory authorities.
• In 2025, the number of restricted speed sections had de­creased, though not as much as expected. This was due to the generally strained situation regarding the infra­­structure.

Replacement of old interlockings

• This metric describes the number of old interlockings to be replaced as part of renewal projects.
• The target for 2025 was exceeded due to the accelerated implementation of measures.

Punctuality

Rail punctuality measures the percentage of on-time arrivals on the track infrastructure of DB InfraGO. The reference point is the scheduled arrival time according to the daily schedule.

In rail passenger transport, arrival times are measured at all stops. Arrivals are considered on time if they are no more than six minutes late. For train runs to other countries or on infrastructure other than that of DB InfraGO, punctuality is also assessed based on the last operating facility of DB InfraGO equipped with a travel time measurement point, provided no train stops occur there.

In rail freight transport, train runs are measured from the time the train arrives at its destination station. Arrivals are considered on time if they are within 16 minutes of the scheduled time. If the destination station is located abroad or on a rail network other than that operated by DB InfraGO, punctuality is determined based on the time at the last operating facility of DB InfraGO equipped with a travel time measurement point. In the DB Cargo punctuality reported for Germany, adjustments are made for travel time extensions resulting from construction projects during the year that are not fully accounted for in the construction-related schedules, as well as for trains not subject to punctuality requirements (e. g. those operated at the customer’s request).

Development in the year under review

Punctuality in rail transport in Germany has continued to decline despite intensive, cross-business unit steering efforts. The main reasons for this development were:

• Poor condition of facilities: The infrastructure is outdated and overloaded and the number of facilities in need of renewal is continuing to rise. This leads to malfunctions in, among other things, older interlockings, the super­structure and dilapidated railway bridges. Among other things, this results in a large number of restricted speed sections, which often cause delays over an extended pe­riod of time. The replacement of defective concrete ties also led to disruptions in service quality in 2025, as re­stricted speed sections had to be implemented or sections of track closed during the work.
• Intensive construction activity: For the maintenance and modernization of the rail network, we continued to carry out extensive construction work in 2025. This led to capacity constraints and, in some cases, critical levels of line utilization. In particular, short-term construction requirements have had a negative impact on service quality, as the lead time for construction planning pro­cesses is insufficient for TOCs to implement robust service plans. As a result, a large number of trains were affected by construction work and consequently fell behind schedule.
• High traffic density: Most of the growth in traffic is occurring in the already highly utilized traffic hubs such as Hamburg, Frankfurt am Main or Cologne. These selec­tive overloads of the infrastructure cause high levels of delays which are transferred to the entire network.
• Other incidents: Individual incidents, especially at major hubs and along main routes, can have a significant negative impact on operational stability across the total network. External factors are also relevant. These included, among other incidents in 2025, a collision between an ICE train and a truck trailer south of Hamburg in February, emergency response operations such as the defusing of a World War II bomb in Cologne and the knife attack at Hamburg central station. In addition, there were also external factors affecting rail operations, such as the major fire at a waste disposal company in Wächtersbach in May, the severe fire in a pedestrian underpass in Hirschaid on the Bamberg — Forchheim line in early July, and damage to overhead wires caused by birds, among other things, at the Hanover hub in June and October.
• For further information, see the unaudited sustainability state­ment in the section on customer benefits and product quality (DB-2).

DB Long-Distance

• In 2025, the operational punctuality of DB Long-Distance con­tinued to decline.
• The forecast for DB Long-Distance’s operational punc­tuality was not met because the effects of the measures were more than offset by countervailing structural factors – which were not factored into the forecast to this extent – and by individual events that affected punctuality.

DB Regional

• The DC-powered S-Bahn (metro), AC-powered S-Bahn (metro), and DB Regional Transport segments were each weighted at one-third in 2025.
• In 2025, the punctuality of DB Regional declined in both regional and S-Bahn (metro) services.
• DB Regional failed to meet its punctuality forecasts be­cause structural factors affecting punctuality and isolated incidents more than offset the impact of the measures taken.

DB Cargo

• Punctuality of DB Cargo in Germany declined in 2025.
• DB Cargo’s punctuality forecast was not met because the effects of the measures were more than offset by adverse structural factors – which were not factored into the fore­cast to this extent – and by individual incidents that af­fected punctuality.

Trains affected by construction

• The trains affected by construction key indicator shows how many train runs are affected by construction-related schedule changes during the year. The construction impact is calculated as the sum of the number of train runs af­fect­ed by construction across the entire rail sector – excluding DC-powered S-Bahn (metro) trains.
• The key indicator improved in 2025.
• However, the forecast for 2025 was not met. This was primarily due to an increase in the construction volume.