In total, 15.2 per cent more goods were transported through the Alps than in the first half of 2020 and also more than in the first half of 2019. “Freight traffic through the Alps has thus recovered from the corona crisis”, concludes the FOT.

Exceptional growth for rail

That being said, rail freight has grown disproportionately. The main reason for this development is the completion of the New Railway Link through the Alps, with the opening of the Ceneri base tunnel and the commissioning of the continuous 4-meter corridor.

As a result, longer and heavier trains have been able to run increasingly on the Gotthard axis since the end of 2020. With the possibility of now also transporting semi-trailers with a corner height of 4 metres via the Gotthard axis, an additional segment could be gained for the rail.

This development was also favored by the financial aid with which various European countries supported rail transport during the corona pandemic.

Truck traffic

Meanwhile, 453,000 trucks drove through the Swiss Alps in the first half of the year. That is 40,000 trips more than in the first half of 2020, which was shaped by the corona pandemic and the protective measures taken with it. Compared to the first half of 2019, however, truck trips continued to decline.

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• Ceneri Base Tunnel, is it really the missing link on the corridor?
• Ceneri Base Tunnel opened, last missing link on north-south axis

Nevertheless, the need for cooperation between different countries to make all infrastructure across the Rhine-Alpine route compatible with longer trains is still there. There are still gaps to be filled to allow longer trains to run seamlessly through the corridor. Consequently, Hupac’s initiative is also a good test to check whether such services will face substantial problems.

2021 looks positive

The ongoing impact of Covid-19 and the growing demand for intermodal traffic led to a 10 per cent increase in Hupac’s traffic in Q1 of 2021. By the end of the year, the company expects a single-digit overall growth in traffic. The main focal points for this year will be the development of Swiss Alpine transit services.

As for its network expansion, the company has already shared interesting objectives concerning new destinations and extra roundtrips in existing ones. Pordenone in North-East Italy will be one of the highlights with its direct connections to Rotterdam. Moreover, Singen in Germany will also attract much attention with its new links to Munich. At the same time, Zeebrugge in Belgium will become a hub for traffic between the UK, Italy, Poland and Spain.

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• Bigger trains and more capacities on the Rhine-Alpine route for modal shift
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Gotthard and Ceneri Tunnels with longer trains

The two tunnels were built to facilitate rail freight traffic from Italy to Switzerland. Furthermore, they are substantially improving traffic between hubs on the North-South axis. Positioned in the heart of the Alps, they were long-awaited to allow more trains to travel between Switzerland-Italy and reduce road congestion. Their construction parameters provide for the use of bigger trains than usual. Specifically, the tunnels can handle trains up to 740 metres long, 4 metres high, and 2,000 tonnes heavy.

However, the tunnels do not reach their full transport potential. To run this kind of trains through them, corresponding infrastructure and legislation for the whole Rhine-Alpine route is a must. Unfortunately, the rail infrastructure network still has many gaps, not allowing the realisation of such a project. Additionally, countries such as Germany or the Netherlands are not fully allowing the use of 740 metre-long trains, making it impossible to create a continuous and flawless longer-train network.

Consequently, upgrading the infrastructure and allowing longer trains in the Rhine-Alpine route would prove beneficial in multiple ways. First of all, longer trains mean fewer trains on tracks. In this way, network operators could manage infrastructure easier. Secondly, they mean more payload per train for combined transport operators. Overall, longer trains would also mean fewer trucks on roads since they will carry more cargo at once.

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Shared thinking and planning

As Hupac puts it explicitly, “the various stakeholders need to overcome national thinking even more consistently and adopt a corridor perspective focusing on freight transport requirements”. By transport requirements, the intermodal company means three specific things: secured freight transport capacities through international network utilisation, integrated operational management on the entire corridor, and priority for freight traffic over long distances in the event of operational disruptions.

Nevertheless, the most critical step in succeeding the modal shift is shared planning for capacity increases. Among the priorities, for instance, is the capacity increase south of Mannheim with a continuous double track and electrification on the Wörth-Lauterbourg-Strasbourg line. Hupac says that fulfilling this objective by 2030 would be the ideal scenario. In practice, it would mean more capacities on Rhine’s left bank and a good alternative to other frequently congested routes. After all, waiting for the four-track expansion on Rhine’s right bank in 2040 could prove very late in terms of reaching modal shift objectives.

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Strong intermodal presence

Arcese Logistics is serious about its intermodal transport business. The company is investing continuously in its European network, with its latest addition being the connection between Bologna (Italy) and Cologne (Germany). In coordination with TX Logistik, it launched a new intermodal freight service on the Swiss corridor between the Interporto of Bologna and the TKN north terminal in Cologne.

The new line is operational since 11 January 2021 with five departures per week, connecting the Emilia, Tuscany and Marche regions in Italy directly with the Ruhr area and allowing the transport of up to 15,000 large semi-trailers (P400) per year. The Bologna-Cologne train will pass through the new Ceneri Base Tunnel, which opened on 4 September 2020 and has made the Rotterdam-Genoa railway corridor even more efficient.

Long-term cooperation

The fleet investment by Arcese is also indicative of a long-term relationship between the logistics company and Bernard KRONE Holding SE & Co. KG., a semi-trailer manufacturer. According to Pietro Bertolone, CEO of the Arcese Group, “the two companies continue on their innovation path and focus on sustainability on a European scale. Our investment and development policy focused on international combined transport represents the future in Europe”.

On his behalf, Bernard Krone, Chairman of the Supervisory Board at Bernard KRONE Holding, commented that “on behalf of the Krone family and the entire Krone team, I would like to thank Arcese for the great trust and the extremely fair partnership we developed together over the years. We are very grateful that Arcese relies on Krone equipment again and again, and we look forward to working on further projects together in future”.

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It is an important milestone and flagship project on the Rhine-Alpine corridor, which connects industrial hubs as Rotterdam, Zeebrugge, Antwerp, Duisburg, Cologne, Frankfurt, Mannheim, Basel, Zurich, Milan and Genoa. However, there are other projects of equal importance to provide seamless travel, says de Mol. And in the eyes of many, the development to upgrade the line from Rotterdam to Milan is too slow, he explains.

German missing links

“The Dutch can be quite proud because the Betuweroute route was already opened ten years ago, this is an important piece of the puzzle. The Swiss are now finishing their part, although they have some work to do on the Lötschbergtunnel, where capacity will be increased. But, the big waiting is on the missing links in Germany, and the Germans are facing a lot of problems to get things ready”, said the Rhine-Alpine Corridor representative.

These problems relate to the Third Track, or the German part of the Betuweroute, but also to the works on the section between Mannheim and Basel. “The willingness is there and works are ongoing, but there seem to be problems with the obtaining of permits”, he explains. This dynamic, where one country completes a project while another country takes much longer, is inefficient and makes that an upgraded corridor can take longer than desired, he explains.

Works ongoing

Indeed, the Third Track in Germany is still far from being realised. Last November, construction on the Oberhausen section started. In the Dinslaken, Voerde and Rees sections, construction is still in the planning phase. In the Rees section, preliminary building activities started in September 2019. In September and December 2019, the planning approval decision was issued for the Dinslaken and Voerde sections. Preparatory work in Voerde and Dinslaken was awarded in December 2019. This was reported in the annual report (2019) of the Rhine-Alpine Corridor. In the meanwhile, more planning approval decisions may have been taken.

Also on the Karlsruhe – Basel section, last year was a year of planning and preparation. On the line from Mullheim to Basel several construction works started, while the line from Kennzingen to Mullheim is still in the approval phase. A noteworthy development was the next phase in the Offenburg tunnel project. In April this year Deutsche Bahn invited the public to information sessions in which it will outline its plans for the construction of the 11km freight dedicated structure.

These are important links on the corridor. To stick with the Offenburg tunnel, it will be primarily used by freight trains, whereas passenger trains will run above the ground. By using the underground tunnel, freight trains bypass Offernburg’s Main station. It is designed for a maximum speed of 120 km/h and consists of a single-track twin tube: one of 11 km length and one 9km long. But also the Third track will bring about a significant boost to the corridor, as it is not until this line is completed that the Betuwe Route reaches its full potential.

Choosing rail

Until such links are not completed, the benefits of certain milestones cannot be fully consumed, concludes de Mol. “As a corridor, you try to align such projects as much as possible, but this is not always happening. For example, a while back we were informed that the Germans projected to implement ERTMS up till Venlo in 2027, but when we checked in Venlo, this was not yet in their plan. As a corridor, it is our job to try aligning such projects.

“In Switzerland, they made a conscious choice”, he continues. “They have the Alps, and they either had to build a lot of roads to cross these mountains, or invest in railways. They clearly choose railways. And because it was a decision taken upfront, there was little resistance from the public.”

Now safe

ATG and SBB have prioritised the health of its employees in regards of the coronavirus, the contractor said. “The situation is continuously assessed and the test operations adapted to the circumstances.” A security officer is present at each test shift to assess the situation.

On 2 April, the test operations were suspended until 19 April. They could not be done complying to the safety requirements, as the required 2-meter distance in the driver’s cab was not maintained. ATG was able to carry out maintenance works after approval by the canton of Ticino.

Impact on completion

The Ceneri Base Tunnel is scheduled to be inaugurated by the Swiss president on 4 September 2020, and become operative in December this year. ATG, SBB and the Swiss Federal Office of Transport are looking into the further course of the project.

The Ceneri Base Tunnel is part of the New Railway link through the Alps (NEAT), aimed at a shift of freight from road to rail. In 2008, the Lötschberg Base Tunnel was opened. The modal shift was further encouraged with the opening of the Gotthard Base Tunnel in 2016. The Ceneri Base Tunnel is considered the final link, which should clear the entire north-south axis for 4-metre height trains. This should have a major impact on traffic from north to south Europe.

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The phase where the tunnel works come to a standstill proved to be the test drive. These test drives could not be done complying to the safety requirements, as the required 2-meter distance in the driver’s cab was not maintained. The test operation has therefore be suspended until 19 April 2020, in consultation between AlpTransit Gotthard (ATG) and SBB, the infrastructure manager in Switzerland.

Exceptional situation

ATG has received an exemption from the Canton of Ticino to continue work related to the commissioning of the Ceneri Base Tunnel, explained the contractor. This exemption was possible due to the current corona crisis, which the Federal Council classified as an ‘exceptional situation’ according to the Epidemic Act.

With regards to maintenance activities in the tunnel, ATG is currently evaluating whether this can be done in compliance with the current rules. Based on this evaluation, it will be decided whether the maintenance activities can be continued.

Impact on completion

It is currently not clear whether the temporary suspension has an effect on the planned opening date of the tunnel. The Ceneri Base Tunnel is scheduled to be inaugurated by the Swiss president on 4 September 2020, and become operative in December this year. ATG, SBB and the Swiss Federal Office of Transport are looking into the further course of the project.

The Ceneri Base Tunnel is part of the New Railway link through the Alps (NEAT), aimed at a shift of freight from road to rail. In 2008, the Lötschberg Base Tunnel was opened. The modal shift was further encouraged with the opening of the Gotthard Base Tunnel in 2016. The Ceneri Base Tunnel is considered the final link, which should clear the entire north-south axis for 4-metre height trains. This should have a major impact on traffic from north to south Europe.

By 2023, the Swiss subsidies for combined traffic will be abolished. The rail freight industry has been preparing for the reduced financial support in various ways. Hupac expects that by 2024 half of today’s operating subsidies – around 110 million Swiss Francs (0.88 million Euros) for the entire transalpine combined transport – can be compensated, primarily by using improved train parameters.

Track access charges

The reduction in track access charges planned by the Swiss Federal Office of Transport as of 2021 will also reduce the burden on freight traffic; however, this will by no means be sufficient to compensate for the loss of operating subsidies for transalpine combined transport as of 2024, Hupac believes.

“Track access charges in Switzerland are far from the European benchmark, which is currently falling even further as a result of the reductions in track access charges in Germany and the Netherlands,” explains Hans-Jörg Bertschi, President of the Board of Directors of Hupac Ltd, on the occasion of the Hupac Group’s media conference on annual results.

“In order to continue the positive dynamics of the modal shift, Switzerland’s operating subsidies should be provided at a lower level until around 2030 to bridge the existing deficits,” Bertschi suggests. Only after the complete upgrading of the Rhine-Alpine corridor and the restoration of smooth traffic on a disruption-free infrastructure, combined transport can take advantage of the full productivity benefits of Alptransit and operate self-sustainably.

Transalpine growth: successful modal shift

Transalpine traffic through Switzerland developed positively last year. Compared to 2017, Hupac Intermodal was able to shift 67,000 additional road consignments to eco-friendly railways, which corresponds to an increase of 14.4 per cent. Almost half of this is attributable to the recovery of volume losses due to the seven-week disruption of the Rhine valley route in August/September 2017.

Revised the Rastatt effect, traffic volumes in transalpine traffic through Switzerland increased by about 8 per cent. Growth was again driven by the semitrailer segment. This traffic increased by a total of 45 per cent. On the Lötschberg/Simplon axis, which enables the transport of semitrailers with a 4-metre profile, the volume could even be doubled. With the opening of the 4-metre corridor via the Gotthard base tunnel and the connection of the Busto Arsizio-Gallarate terminal at the end of 2020, Hupac will be able to make an additional contribution to modal shift, it believes.

Other challenges

However, the productivity improvements for transalpine combined transport envisaged at the time can only be achieved in part, the operator concludes. On one hand, the elimination of double traction on the mountain routes reduces rail costs, and longer trains enable more loading units to be transported per train by 2021. On the other hand, there is a considerable gap compared to the current operating subsidies which expire in 2024, making combined transport more expensive than road transport and thus endangering the modal shift.

According to Hupac, there are a few other hurdles for the further improvement of the Rhine-Alpine corridor in the coming years:

• The connecting routes in Germany are limited to a train length of 690 instead of 740 metres. The Rhine-Alpine corridor is not expected to be fully extended until 2030 at the earliest;
• On some routes there are still gradients that require cost-intensive double traction: via Domodossola the gradient is 26‰, via Chiasso 15-17‰, while the limit for flat railways nways is between 10-12.5 ‰. The time horizon for the upgrade of the Lugano-Chiasso line is 2050;
• In Italy, the possibility of running trains weighing over 1600 tonnes must be examined, as the electric substations currently do not allow higher train weights;
• Non-synchronised timetables between Switzerland and neighbouring countries nullify the gain in time and hence productivity of the Gotthard base tunnel at the borders;
• Due to daily disruptions and the major construction sites on the Rhine-Alpine corridor (Rhine valley route, Emmerich-Oberhausen area), sub-optimal operating conditions with cost-intensive diversions and longer travel times are to be expected beyond 2030.

The Rhine-Alpine Corridor (RFC) is one of the busiest freight routes in Europe. It connects important North Sea ports in the Netherlands and Belgium with the Mediterranean port of Genoa, crossing through Germany and Switzerland. Traffic volumes on the corridor declined for the first time since 2012, when rail freight was still suffering from the economic crisis. Since then, activity on the freight corridor had gradually recovered.

The largest decline was in traffic volumes through Basel in Switzerland. On the German-Swiss border, volumes plummeted by 27 per cent northbound and 53 per cent southbound. On the border with Italy figures dropped less significantly, but still by 13.5 and 28 per cent respectively. Surprisingly, the number surged on the Belgian-German border crossing of Aachen West-Montzen. With an increase by four per cent, it was the only border crossing on the corridor witnessing an improvement in traffic numbers. This was mainly due to good performance of the Belgian private rail operator Lineas.

Factors of influence

The Rasttat incident, which led to the closure of the Karlsruhe-Basel line for seven weeks in summer, has played a major role in the drop of numbers in 2017. The incident especially affected figures in Basel, the report reads. Trains had to be rerouted, or their journeys were cancelled. However, the decline in traffic volume due to this incident is relatively small, considering the fact it happened in summer, when the daily traffic on the corridor is less than usual.

Another important factor of decline were the construction activities on the Gotthard line, an important stretch on the RFC running from Basel to Chiasso in Italy. The line is being prepared to be cleared for 750-meter trains with a four-metre profile. Currently, work remains to be done on eight of the fourteen stretches, due to which more closures are expected this year. In addition, the Ceneri Base Tunnel is under construction. Once completed, this will avoid the proportionally steep track over Monte Ceneri, which is not suitable for high-speed rail or heavy freight trains. On 12 January 2018, 53.3 per cent of the tunnel had been constructed.

Upgrades of the Swiss-Italian border crossing at Luino heavily impacted traffic volumes in 2017, due to a six months closure of the railway network around the Italian hub. The closure allowed for the replacement of rails, including lowering of the basement level, upgrade of the signalling and power systems and reinforcements of the existing structures in thirteen tunnels between Pino Tronzano, Luino and Laveno. These were the activities with the largest impact on rail freight. However, works remain to be done in 2018 and due to this, more closures are expected.

Wagonload traffic

The report also concludes that wagonload traffic was more affected than intermodal traffic in 2017. The decline in coal demand was cited as a factor influencing traffic volumes. Due to a revised energy policy in Germany, block trains for imported coal via Dutch ports for power plants in Germany declined by forty per cent. A decrease in volumes by almost twenty per cent was seen last year. Over the same period, container and swap bodies traffic rose slightly by 1.5 per cent, and rolling highway traffic even increased by 2.1 per cent. Major volumes of wagonload traffic have also been shifted to the Brenner route, according to the report. This was especially true for traffic with heavy paper rolls between Scandinavia and Italy.