Consult this publication on line at

5.1.1. Multiannual planning framework for transport
The Federal Ministry of Transport and Digital Infrastructure (Federal Ministry of
Transport) had an investment budget of approximately EUR 10.7 billion in 2013 which
reflects the level in recent years. The Federal Ministry of Transport uses a multiannual
planning framework in the form of the federal transport infrastructure plan. The current
Table 3.
Responsibilities regarding capital investment 
at different levels of government
Fede
r
atio
n
S
tate
M
un
icipal gove
rn
me
n
t
A
r
med fo
r
ce
s
Su
pe
r
vi
s
io
n
of local a
u
tho
r
itie
s
Wate
r
su
pply (ho
us
ehold
s
a
n
d b
us
i
n
e
ss
e
s
)
Diplomacy
Highe
r
ed
u
catio
n
Wa
s
te di
s
po
s
al (ho
us
ehold
s
a
n
d b
us
i
n
e
ss
e
s
)
Po
s
tal 
s
e
r
vice
S
chool
s
Road b
u
ildi
n
g
Gove
rn
me
n
t b
u
ildi
n
g
s
Box 11.
Infrastructure and network plans in Germany
●
Federal Transport Infrastructure Plan 
●
Federal Regional Policy Plan
●
Trans-European Transport Networks
●
Energy Network
●
EU-Habitats Directive
●
16 Länder-level plans, regional development plans & programmes, regional project plans
●
Sector-specific plans such as energy plan or mining in North Rhine-Westphalia
Source:
Federal Ministry of Finance.

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BUDGET REVIEW: GERMANY
OECD JOURNAL ON BUDGETING – VOLUME 2014/2 © OECD 2015
55
plan, endorsed by the government, covers the period 2003-15. In essence, the plan takes the
form of a “long list” of projects that are evaluated according to cost/benefit analysis. The
“long list” of projects is constructed on the basis of the ministry’s assessment of pressing
economic infrastructure and regional development needs which in turn are informed by
inputs from the political level, sub-national governments and other stakeholders. 
The analysis of a particular project is based on a rather sophisticated methodology.
Key components of the analysis include: reduced transportation costs, travel time, safety
benefits, security, regional economic and social impact, job creation and derived economic
effects. The methodology is made publicly available. If the result is positive (i.e. a benefit to
cost ratio above one) the project is included in the plan. Projects are subsequently ranked
according to their score, the expected need for the project and the assessed urgency in
constructing the asset. Given the obvious links to the 
Länders’
transport responsibilities,
detailed agreements across levels of government have to be reached before the plan is
adopted. This process of co-ordination ensures that the plan is realistic and supported. The
federal transport infrastructure plan is then adopted by the federal government in the
planning act. The next step is the amendment of the requirement plans (see Figure 4)
.
The
requirement plans are set in federal law (regarding federal roads and rail) and need to be
approved by parliament. 
When the requirement plans have been passed, they are operationalised into the five
year framework investment plan. This aligns with the medium-term financial planning
framework and forms the basis for the budgeting for specific projects. However, the fact
that an infrastructure project is accepted into the above mentioned plans does not mean
that its financing is assured. Financing for a project is allocated as part of the ordinary
budget process. 
As discussed further in Section 1 above, line ministry requests for funding are resolved
in negotiation between the respective line ministry and the Federal Ministry of Finance
prior to the budget being submitted to parliament. Given the long lead times for capital
Figure 4.