The CT must be attractive
The development of combined transport (CT) depends on the economic situation, but not only that. ‘Demand is also developing in line with supply.’ Nicole Tews, a CT expert at consultancy firm Oliver Wyman, emphasised this at the German Transport Forum’s discussion event, ‘Reshaping Combined Transport: How do we take combined transport to a new level?’ on Wednesday.
Armin Riedl, Managing Director of Kombiverkehr, said that the frequently criticised lack of punctuality, which currently stands at around 50 per cent, is not the most important criterion when deciding whether to use CT. Tews referred to Wyman’s discussions with freight forwarders and shippers when making this statement. ‘Sufficient capacity comes first, ahead of price and transparency’. Punctuality only comes in seventh place.
‘Speed and reliability’
Spyros Kalpogiannis, from the transport subsidiary Amazon Transportation Services, reports that the online retailer Amazon is already using combined transport across Europe. One important reason for this is to improve the company’s carbon footprint. In particular, the company’s own logistics centres are connected with each other in this way. ‘Speed and reliability are the decisive criteria for us,’ he emphasises. He also believes that facilitating the switch from road to rail and vice versa is essential to make combined transport more attractive. Amazon also uses horizontal transhipment systems, such as those offered by Helrom, Cargobeamer and TX Logistics.
The two top criteria mentioned by Wyman expert Tews — capacity and price — are currently problematic. Riedl cites corridor renovations involving the complete closure of entire routes and the subsequent need to reroute traffic as the biggest current challenge. This is because railway undertakings (RUs) have to register their route requirements for the coming year as early as April, despite not knowing how the volume — and therefore train demand — will develop.
Higher prices, poorer quality
In addition, the diversions would result in considerable additional costs for the operators, which could not be passed on to customers in full. Furthermore, ‘train path prices are increasing for poorer quality services. At some point, this will no longer be viable,’ he warns. ‘We are moving further and further away from the road.’ Reinhard Oswald, authorised signatory at Ernst Frankenbach Spedition in Mainz, adds that many customers are already looking to the road again in view of the shortcomings on the railways.
But, Florian Dirr, who is responsible for combined transport at the Federal Ministry of Transport, among other things, is not willing to promise compensation from the federal government for these additional burdens caused by the corridor renovations. The ministry recognises that a functioning infrastructure is essential for the railways, particularly CT, to accommodate the expected growth by 2040. Hopes are pinned on corridor modernisation. Experience with the Riedbahn was positive, so ‘it will continue in this form’, he said, referring to other routes.
However, for Riedl, the imminent prospect of full closures of important freight transport routes in North Rhine-Westphalia and seaport hinterland is a horror scenario. Drews emphasises that this would indeed place a heavy burden on combined transport, which is why she favours a joint plan involving all parties to ensure the necessary capacity on the railways.
Amazon manager Kalpogiannis’s equation is simple: more capacity means more traffic and volume. This is not just about the routes, but also about terminals. Riedl states that the funding strategy in Germany is good in principle. However, the protracted authorisation process is hindering the expansion of terminals. Reinhard Oswald, authorised signatory at Ernst Frankenbach Spedition in Mainz, believes that existing facilities should be expanded and modernised before new terminals are considered.
European funding strategy suggested
Given the European dimension of combined transport, Riedl also suggested that a European funding strategy is necessary to increase terminal capacity in other countries. ‘I don’t know of any terminal at Europe’s hotspots that is underutilised,’ he concluded.
However, those involved are not expecting a rapid upturn in combined transport. While Oswald of Frankenbach speaks of a stable start to the year, Kombiverkehr — which experienced slight growth in the market last year — also had to accept a decline in volumes in the first few months of 2025. However, there is hope in the medium term. Tews hopes that CT will be ‘at the centre of European logistics’ and more digitally integrated by 2030. Kombiverkehr boss Riedl also expects volumes to increase by 50 per cent by then, for both the industry and Kombiverkehr itself. This is because, given the shortage of drivers and climate change, it is ‘the only technically feasible alternative to lorries and inland vessels for long-distance transport’. (la)
