The study delivers a detailed quantitative picture of the cost structure of German railway infrastructure projects and a methodological framework for systematic cost analysis. For conventional new construction the average unit cost per kilometre is 7.2 million €, with a standard deviation of ±19 %. Reactivation projects average 4.4 million € per kilometre, but the spread is large at ±60 %, reflecting the heterogeneity of reactivation work. Upgrades of existing lines cost on average 5.4 million € per kilometre with a ±39 % variation. These figures were derived from a database that the authors built during the project, but they also highlight a key conclusion: data availability for systematic cost analysis in the EU railway sector is very limited and the effort required to produce a robust analysis is high.
A dissertation carried out at the Technical University of Dresden in 2011 introduced a mathematically grounded optimisation model that links the cost of a specific railway line to operational and infrastructural variables such as the number of tracks, station spacing, block length, mixed traffic, and maximum speed. The model calculates the cost per train‑track and can be used to evaluate the cost‑benefit ratio of a concrete construction programme. The dissertation also identified “cost drivers” for regional lines and sought a generic optimisation approach that could be applied across projects.
A 2013 discussion paper on railway efficiency broadened the perspective by analysing system‑external factors that influence cost efficiency. It identified the geographical setting, historical development, public perception, and the willingness of governments to subsidise rail as key determinants. The paper emphasised that infrastructure investment, maintenance, and renewal costs typically account for about half of total system expenditures. It argued that an efficient railway operates at maximum utilisation, with optimally allocated staff, clear performance standards, and automated signalling.
The report also reviews Baumgartner’s 2001 overview of price and cost categories in the railway sector, noting that while the data are useful, they reflect the late 1990s price structure and would need updating for 2022.
Empirical analysis of investment projects from 2006 to 2020 showed that the hypothesised cost‑increasing factors could not be confirmed. Although overall prices roughly doubled over the period, many cost categories exhibited stability or even real cost reductions. Planning costs were found to be stable or slightly declining, while procurement and construction costs did not show a clear upward trend. The authors suggest that the lack of evidence may stem from the limited granularity of available data and the latent nature of cost drivers, which may only manifest indirectly in price changes.
Maintenance costs were dissected into operational measures and framework contracts. The analysis distinguished between track maintenance, signalling, electrical systems, and telecommunications, and mapped the corresponding accounting structures. The authors concluded that a finer‑grained data set is required to detect subtle cost drivers, and that future research should develop a unified key‑performance‑indicator system for sector‑wide benchmarking.
The research was carried out as part of a DZSF research project funded by the German Federal Ministry of Transport and Digital Infrastructure. The consortium comprised the Technical University of Dresden, Deutsche Bahn AG, and other industry stakeholders. The project ran from 2010 to 2021, with the dissertation and discussion paper published in 2011 and 2013 respectively, and the final data analysis completed in 2020. The collaboration combined academic expertise in operations research with industry data and operational experience, enabling the development of a practical, data‑driven cost optimisation methodology for German railway infrastructure.