The Luino Line: the Most Direct Route Achieved

March 2012 www.hupac.ch editorial

Alpine transit without solutions for intermodal logistics subsidies – yes, but…

It is now clear: the modal shift target of 650,000 transalpine road consignments cannot be The Luino line: the most direct route achieved. But as a matter of fact, the results for combined for combined transport to Italy transport are pleasing. It carries more freight than road haulage (17m tonnes compared to 14m In a few years’ time, the Gotthard base tunnel will be opened to traffic. Companies in the tonnes), it has grown more intermodal industry are emphatically demanding a rapid adjustment of the existing southern strongly than the road (+65% connections in terms of capacity and performance. compared to +61%) and it saves the population 800,000 truck by Irmtraut Tonndorf journeys per year. But we are not satisfied with that. of passenger traffic, the metropolitan area has only very limited If modal shift policy is to remain capacity available for freight a success, we must achieve trains”. Expanding the lines in the the greatest benefit with mod- densely populated Milan area for est means. Instead of dreaming train lengths of 750 metres is about the distant future, we equally unthinkable. “Although the must rapidly upgrade existing Luino line is only a secondary infrastructure. The strategy shift Mauro Chiotasso Livio Ambrogio Giorgio Spadi route, it opens up important per- Managing director of CIM Managing director of Ambrogio Managing director of Nordcargo on the south side of the Alps has Terminal Novara Trasporti spectives for the combined trans- absolutely no place in this: policy port district between the regions is now shifting away from the because, unlike the Lötschberg/ of Piedmont and Lombardy with Domodossola Luino line serving the existing Infrastructure for Simplon route, it is a truly fl at rail- their thousands of jobs. However, terminals around Novara, Busto via Luino unaccompanied combined way on which trains can be run there must be investment in the and Gallarate, towards the route transport in the Lombardy/ with just one locomotive and clear expansion of the Luino line today via Chiasso. Yet there will be no via Chiasso Piedmont area competitive advantages”. so that we can take advantage of transhipment terminals or freight the Swiss NEAT infrastructure lines to the area east of Milan There is a reason for this: once tomorrow”. for a long time to come. Gallarate the Gotthard base tunnel is put Busto ~ 2018 into operation, the maximum gra- Waiting for the Even if the Gotthard and Ceneri Sacconago dient on the route via Luino will be Seregno-Bergamo base tunnels are in operation Certosa Melzo just 12‰. This will make it the eastern branch by the end of this decade, the Novara Oleggio Rho only fl at transalpine railway route To relieve traffic on the Chiasso- Basel-Chiasso line will still be Segrate/SM on the Rotterdam-Genoa corridor. Milan route, the long-term develop- far from a fl at railway. There is Mortara On the Chiasso line, by contrast, ment plans foresee the construc- still a gradient of 21‰ south of there are gradients of 17 to 21‰ tion of the “Gronda Est”, an east- Lugano, which requires the use south of Lugano. So despite the ern branch between Seregno and of two locomotives – in stark Transporting freight on a fl at rail- minals have been established to base tunnel, heavy freight trains Bergamo. However, the implemen- contrast to the line along Lake way from the north to Italy on the south of the Alps at the inter- will still need more powerful trac- tation of this ambitious project Maggiore. That route is more trains with a length of 750 metres, section of the Luino and Simplon tion, which has a considerable might be delayed until far beyond efficient because the traction a profile of 4 metres and a weight lines. Set up in 1995, the Centro impact on costs. 2025. Until then, all freight trains of a 2,000-tonne train can be of 2,000 tonnes with a single loco- Intermodale Merci (CIM) in Novara via Chiasso must run on the exist- handled by only one engine. motive – those would be ideal con- consciously exploits the advantage Milan – a bottleneck ing lines with their severe capacity ditions for any combined transport of its location at the hub of the in combined transport and productivity restrictions. Anoth- Increasing the productivity of rail operator in Alpine transit through North-South axis via Switzerland via Chiasso er weak point is the limited termi- transport is the surest way to Switzerland. In theory, this dream and the East-West axis between Freight transport concepts that nal capacity in the area served by eliminate the subsidies in transal- could come true in 2016, when France and Slovenia. Today, the involve passing through Milan are the Chiasso line. To the east of pine combined transport. If we Switzerland opens the Gotthard CIM Novara handles an annual tran- out of touch with reality. That is the Milan, Hupac is urgently assessing are also to operate via Switzer- base tunnel for rail traffic, or in shipment volume of 200,000 load- view of Livio Ambrogio, a com- the feasibility of new terminals in land without subsidies – as has 2019 at the latest once the Ceneri ing units at two terminal locations. bined transport operator since collaboration with Italian combined long been possible on other base tunnel is complete. At the same time, the plans for 1969 with a terminal located in transport operator Cemat and Ital- European routes – the access major structural extensions in Gallarate and ten others throughout ian State Railways. lines via Luino, Chiasso and Yet the reality is quite different. The accordance with the regional policy Europe. “It would be very useful to Domodossola must be urgently existing restrictions on the access objectives to support combined have an overview of all Alpine First Luino, and rapidly upgraded. routes will remain unchanged for transport are already on the table. crossings, as it would give us an then Chiasso many years to come, thus jeopard- “Once the Gotthard base tunnel is idea of how best to arrange com- “A strategy shift from the Luino line Bernhard Kunz ising the success of the efforts open, we anticipate a substantial bined transport to and from Italy. to the Chiasso line would have seri- Managing director of the made to date. A few months ago, increase in traffic volume”, con- Even a cursory glance at the map ous consequences for combined Hupac Group the responsible Swiss and Italian firms Mauro Chiotasso, managing clearly shows that trains arriving in transport”, says Giorgio Spadi, authorities signed an agreement to director of CIM SpA. “We see great Italy via Chiasso have no way to managing director of the Nordcar- expand the Lugano-Chiasso-Seregno opportunities on the Luino line avoid Milan. Given the high density go rail company. Focusing solely line, to handle the volume of traffic on the expansion of the Chiasso in the future. However, this solution line is limiting the development Today Goal does not meet the operators’ cur- prospects of the existing combined course, the Chiasso line in combi- Metres Tons Profile Metres Tons Profile rent needs. In fact, the Chiasso line l transport system via Luino and nation with the eastern branch will Rotterdam 750 2000 P400 750 / 2000 / P400 currently handles just a fraction of Rotteerdamrdam 1 Lok pushing the intended benefits of be an important means to handle

Antwerpen unaccompanied combined transport NL the NEAT into the far distance. the future traffic volumes. But in over the Gotthard. The most of traf- + the meantime, the improvement B fic is routed via the Bellinzona-Luino- + “The solution is to modernise and measures on the Luino line agreed Gallarate/Novara line. Despite being D strengthen the historic railway years ago by Switzerland and Italy a single-track route in places, this lines such as the Luino-Gallarate/ must be tackled so that the capac-

historic combined transport line is Basel Novara line, which bypasses the ity and performance parameters 750 1600 P384 an important element of Italian infra- 3 Lok hub of Milan and is therefore a CH can be rapidly improved”. structure manager RFI’s branch P 40 0 freight transport corridor that

strategy to bypass the metropolitan 550-570 1600 P380 does not interfere with passenger With regard to the Novara-Saronno- 1 Lok P390 area of Milan. Genova traffic”, says Spadi. This would Seregno branch, Spadi dispels a I

P 40 0 mean that the investments already long-held misconception: “This Novara/Gallarate – an made could bear fruit in the fore- route is only designed for passen- intermodal district on Despite the opening of the Gotthard and Ceneri base tunnels, seeable future and the existing ger traffic. It has not the produc- course for growth the current restrictions on the southern connections will remain. growth opportunities for intermodal tion parameters required for freight It is no coincidence that many ter- transport could be exploited. “Of transport”. of irregularities, because it indi- cates how the goods should be handled. A red dot appears on the screen. “That train to Cologne is stuck in Mainz”, says an employee. A 30-minute delay.

From the check-in, drivers now proceed to the actual terminal site, which is surrounded by two fences for security reasons. Besides the physical barrier of the fence, there is an invisible infrared wall that triggers an alarm if it is “breached”. The transhipment area with its distinctive yellow cranes looks like a large asphalted surface. Yet hidden beneath the surface is a sophisticated safety system that collects liquids in the event of leakage, preventing them from entering the environment. Fortunately, this has not occurred to date.

The drivers are assigned a traffic lane and number, so they know exactly where to deposit their cargo. To ensure safety on the site, their speed is limited to 20 km/h. “We even carry out radar checks A string of on our own site”, says Francesco Crivelli, delegate of the Board of Directors of Hupac SpA in Italy. But for him, one thing is more safety precautions important than all the regulations and inspections: that the staff take the spirit of safety on board. How does Hupac monitor safety at the Busto Arsizio-Gallarate transhipment terminal? A closer look. “A safety culture embodied by all – that is something I have cam- by Gerhard Lob paigned for since I came here”, says Crivelli.

It is bitterly cold this morning. condition of the loading units. Are be dangerous”. It is also impor- the drivers receive the shipping The crane operators now load Minute by minute, the trucks roll all the straps on the swap body tant for the load to be correctly orders that authorise them to pro- the containers onto the wagons through the entrance to the Hupac properly secured? Is the tank leak- secured so there is no unintention- ceed to the actual loading area. as instructed before the train is Terminal Busto Arsizio-Gallarate proof? The labellings and markings al weight transfer during transport. Safety is also a priority here. The handed over to a rail company north of Milan: containers, semi- are also checked, which is par- The inward inspection is efficient. drivers’ identities are registered in that takes charge of traction to trailers, tankers. It is a huge ticularly important for dangerous “We can eliminate 98% of possible the computer, most of them with the destination. The crane opera- terminal. At peak times, 56 freight goods. The labels must match the hazards here”, says Piero Solcà, photos. If a driver is prohibited tors also play an important part trains have been put together here data stored in the computer. director of logistics and infrastruc- from entering, he is not allowed in the safety chain. For example, in a day. The volume of trucks has ture at Hupac. In the majority of onto the site. “This may happen if they can see whether the top of a reached peaks of 1,200 vehicles Hupac asks its customers to cases, the problem can be solved a driver has not behaved properly. container is damaged. Meanwhile, per day. The safety precautions deliver the loading units in perfect on the spot by the driver. If there Our customers entrust their cargo an inspector works on the ground are accordingly stringent. condition to prevent problems with are more serious defects, such as to us and are entitled to the high- to inspect the rail wagons before loading at the terminal and during damaged tarpaulins, the vehicle est possible level of safety”, and after loading. “During the Before the trucks head for the transport on the freight train. All cannot be accepted. “Nothing goes says Solcà. initial technical inspections this parking area in front of the office the same, irregularities occur time through without our say-so”, says morning I spotted some anomalies building with the check-in desks, and time again. “Holes or cuts in Tiritiello. He also mentions that he Meanwhile, in an adjoining room in a brake. We took the wagon the drivers have to stop. Two the tarpaulin are the defects we often has to warn drivers not to the trains are monitored in real out of the composition”, says Hupac employees conduct an find most often”, says Michele smoke, because that is also dan- time. Whether the destination is an employee. The defects are important initial inspection, using Tiritiello, on duty this morning. He gerous and therefore prohibited. Rotterdam, Cologne or Antwerp, repaired in the workshop located a mini computer to check whether continues: “If a container is not each train has a detailed wagon on the terminal site. the truck is properly registered for properly closed, it could open on The check-in desks are buzz- list. This is particularly important loading. It is crucial to inspect the the journey by train, which would ing with activity. This is where for dangerous goods in the event When safety is the top priority

Freight train accidents Safety in rail freight Piero Solcà, director of infrastructure, quality and safety have alarmed the transport is gover- at Hupac, on the combined transport operator’s safety public. What conse- ned by the zero-error quences have they principle, because a philosophy had in terms of safety single error can have precautions? disastrous consequen- The Viareggio accident hastened ces. What does this Mr Solcà, how would What precautions does The rolling stock the introduction of European high standard mean in you sum up the safety Hupac take to ensure must also be in perfect standards that had been discussed terms of competition philosophy of Hupac? that the units are condition, because a for years. The new wagon main- with road haulage? Piero Solcà: Safety is the top safely loaded? broken axle could cause tenance inspections and a clear As a result of the zero-error priority for all operations. Our We pay particular attention to a train derailment, allocation of roles to the various principle, the level of safety in employees have a key role to the condition of the containers. Can Hupac guarantee stakeholders have also contributed rail freight transport is substan- play. They are regularly made Correct labelling of the units the safety of the to safety. tially higher than in road haulage. aware of safety issues and trained containing dangerous goods is rolling stock? Accidents occur at a ratio of accordingly. also important. The load must Hupac was one of the first com- Who is responsible 1 to 40. Our customers often tell be properly secured inside. We panies to be certified to the new for the issue of safety us that our “safety mania” can Do all Hupac terminals – carry out spot-checks in coopera- wagon maintenance standards at Hupac? seem disproportionate. Yet it is from Antwerp to Busto tion with the rail companies and as an “Entity in Charge of Mainte- Safety is firmly established through- strict compliance with rules that Arsizio-Gallarate – with our customers’ consent. If nance” (ECM) in 2010. This norm out the entire value chain as a makes such a high level of safety have the same safety there are any irregularities, the guarantees high quality standards cross-divisional function. Safety is possible – and that is a crucial regulations? customer must rectify them. This throughout Europe. Nevertheless, managed in close coordination with competitive advantage of rail The conditions and requirements is generally done by the driver of each wagon and loading unit is risk management. Our safety man- compared to the road. are the same everywhere, though the vehicle. individually rechecked by the rail- ager, Onorato Zanini, works at the there can be some local variations way undertakings (RUs) that per- front line every day, supporting all as a result of national standards form the traction of the trains. the divisions and subsidiaries with or operating procedures. training, audits and consultations. “The RUs Sound dispatching, are ultimately responsible” better service

The Hupac dispatching service works around the clock, seven days Marco Schmid, deputy director of a week. A variety of IT tools support the planning and monitoring safety monitoring at the Federal of train traffic. Office of Transport (FOT), on safety by Irmtraut Tonndorf issues in rail freight transport

Planning is everything In recent years there and loading, and check whether A number of planning tools have been some the technical condition of the roll- support the dispatchers in their serious freight train ing stock will allow safe operation. work. The “Traffic Viewer” early accidents. How has However, it is the RUs who are warning system automatically the FOT responded to ultimately responsible – the FOT reports any train running more them as a supervisory merely checks whether they are than 60 minutes late. This is authority? meeting their obligations. possible thanks to the interlinking Marco Schmid: Immediately after of information from the different the Viareggio accident, the FOT What technical rail companies and from the contacted the European super- equipment is used? GPS units installed on trains visory authorities as well as the More than 100 train monitoring without real-time monitoring. The main railway undertakings (RU), devices are operated on the Swiss train circulation schedule, which wagon keepers and associations. rail network to check relevant customers can access online, We then supervised the implemen- physical characteristics when a ensures three-way planning tation of the internationally agreed train passes. The equipment com- between operators, railways and measures for the maintenance of prises various sensor and monitor- terminals in the medium term. freight wagon axles and intensified ing systems installed in the track. The tool is particularly useful freight train inspections. After the It makes it possible to intervene for scheduling traffic on public The Hupac dispatching team led by Angelo Barbone fire in the Simplon tunnel, we paid before technical problems on rail holidays. But to deal with the closer attention to operational and wagons may cause an accident. technical train preparation. The Hupac dispatching center What defects do you is where all the threads of the Hupac Traffic Viewer What form do the find most often? Shuttle Net converge. Every day, operational inspections Most of the serious defects can around 100 trains are ordered Trains run on time take? be traced back to loading errors. from a dozen different rail part- or with less than The FOT has a risk-oriented Unsealed and poorly secured ners. Almost every day, there 60 minutes delay approach, so trains carrying dan- dome covers on tank containers, is traffic disruption to deal with Trains run with gerous goods are given a particu- inadequately fastened moving somewhere in the network. What 60 to 180 minutes larly intensive inspection. We verify parts on container wagons as well is more, the railways need to delay compliance with the regulations on as loose tarpaulins and improperly be notified of the planned traf- Trains run with train operation, dangerous goods closed doors on loading units are fic volume as far in advance as more than 180 unfortunately regular occurrences. possible so that they can supply minutes delay the required resources such as What happens if locomotives and drivers. The safety regulations scheduling team also organises are breached? the transfer of wagons to the The measures at the FOT’s dis- maintenance workshops. Last but posal range from advice that a not least, it ensures that custom- defect must be corrected before ers can be given detailed informa- the journey continues, to a general tion about traffic conditions. ban on running a freight wagon or The Traffic Viewer is currently in the testing phase and will be activated freight train. So there were plenty of good this year for the customers. reasons behind Hupac’s expan- Can you impose fines sion of the dispatching service Hot box detectors report trains with or sanctions? last year. Since September noticeably high axle box and wheel The Railways Act does not provide 2011, the ten-strong team led temperatures. This prevents derailments for fines. However, the FOT may by Angelo Barbone has worked due to broken axles and wheels. impose conditions on companies around the clock: from 5.00 a.m. neys to and from the terminal rapidly increasing complexity of or temporarily or permanently on Mondays without interruption accordingly”. traffic, Hupac has invested in withdraw their safety certifica- until 6.00 p.m. on Saturdays and modern decision support systems. tion in extreme cases. It is also on Sundays from 8.30 a.m. to It takes strong nerves to work in Developed in collaboration with possible to file criminal charges. 1 p.m. An on-call service oper- dispatching at Hupac. Extreme the SUPSI University of Applied We are currently considering an ates during the remaining hours weather conditions like storms, Sciences and Arts, Lugano, the adjustment of these potential of the weekend. “This means snow or flooding, accidents, WHATIF software suite enhances sanctions. we can offer our customers an strikes, track works and much the efficiency of rolling stock uninterrupted information service more constantly cause trouble in deployment. The “Composer” The population is and are always available for the the network. “If several problems module calculates the required particularly fearful of railways to contact us”, says occur at once, it can be tricky”, number of train compositions on accidents involving Silvio Ferrari, business manager says the longest-serving dis- a particular route with a particular dangerous goods. Continental Services. patcher, Roberto Cuda. For exam- schedule, taking into account How likely is it that ple, storms combined with track the required wagon types. It Profile detection systems can identify parts of a freight train that exceed the an accident of that Strong nerves to deal works and a shortage of locomo- is primarily used for long-term clearance, such as a flapping tarpaulin. type could occur in with traffic disruption tive drivers can disrupt opera- planning. The “Planner” module Switzerland? “A traffic information system tions seriously, which can have a helps the dispatchers decide The likelihood of an accident gives us a constant overview of huge impact on the network situ- which available composition depends on many factors. In the operating conditions of the ation, the terminals and wagon is best to use for each train 1991, the Hazardous Incident Shuttle Net”, explains Angelo management. The employees’ connection – a question that Ordinance came into force in Barbone, head of scheduling. “If a many years of operational experi- arises every day, especially at the Switzerland. Its aim is to prevent connection turns red or yellow on ence, good contact with partners busy hubs such as Busto Arsizio, accidents of that kind. In 2011, the screen, we immediately con- and great dedication are often Novara, Antwerp, Rotterdam, new analysis was conducted for tact the rail company concerned crucial when it comes to deal- Cologne and Ludwigshafen. “The the rail network. No unacceptable and take the necessary steps to ing with even the toughest crisis system suggests various solutions risks were detected in that risk solve the problem if possible and situation. But nothing is possible based on different parameters, so screening. minimise the impact on the net- without training, which is why the we can choose the most efficient work as a whole. And of course members of the dispatching team solution in seconds”, explains we make sure that our custom- undergo annual training on rail Barbone. Once the test phase is Wheel load checkpoints detect if a wagon ers are fully informed in case of and safety issues and learn about complete, the two modules will is overloaded or a load has shifted. delays so that they can organise the different aspects of the value be put into normal operation in their delivery and collection jour- chain through job rotation. mid-year. news Borlänge Gävle Västerås The market goes on the offensive Södertälje Göteborg Örebro Norrköping Hoje Taastrup Rail customers are the driving Malmö Taulov

Lübeck force behind modal shift policy Duisburg 4 m Representatives of the transport industry are demanding affordable infrastructure for longer, 4 m heavier and higher freight trains. Thanks to competition in traction and prioritisation in train path allocation, these trains should make rail transport costs competitive. The success of Busto Verona Novara Fiorenzuola modal shift depends on the expansion of the NEAT access routes and the 4-metre corridor Bologna on the Gotthard axis. by Kurt Metz Pomezia Bari Marcianise Conflicting objective Modal shift will A successful A strong partner Pushing freight is an obstacle to freight come to a halt without concept for general in Scandinavia transport aside? modal shift the Luino line cargo Since December 2011, Hupac Intermodal and Intercontainer Scandinavia have been work- ing together with a view to operating a “one-stop-shop” intermodal network between Sweden and Italy. The cooper- ation combines Intercontainer Scandinavia’s existing network Frank Furrer Stefan Vannoni Bernhard Kunz Josef Jäger General secretary of the VAP Infrastructure project manager Managing director of Hupac Chairman of the Board of Directors of Car- with Hupac’s connections. The Transport industry association at the Swiss Business Federation, go Domizil and vice-president of the Swiss two networks intersect at the Economiesuisse Road Transport Association, ASTAG Malmö CT terminal. In Swe- den, Intercontainer Scandina- How much capillarity The changing keepers: “The rearrangement of prompt expansion of the Bellinzona- via runs daily overnight trains can wagonload transport face of wagonload priorities should lead to guaranteed Luino-Novara line for existing traffic to Västerås, Norrköping, take? transport train paths for freight transport. is imperative. This single-track route Södertälje, Borlänge, Gävle, There should also be discounts for along Lake Maggiore currently Örebro and Gothenburg. To poor-quality tracks and long waiting carries 80% of unaccompanied the south, Hupac’s network times”, said general secretary Frank combined traffic via Gotthard: offers twelve direct shuttle Furrer. He is supported in that view “Great productivity gains can be trains per week in each direc- by the Swiss Public Transport Asso- achieved here with modest means, tion to Busto Arsizio and five ciation, which presented a position such as the extension of overtaking direct trains to Verona for paper at the beginning of the year tracks. At the same time we should 4-metre semi-trailers. Intercon- in collaboration with SBB Cargo, proceed to establish a Chiasso- tainer Scandinavia works as Bernhard Metzger Ümit Sarigecili Head of transport at Migros Sales Controller at Transwaggon BLS Cargo, the Rhaetian Railway Seregno-Bergamo freight transport an agency for Hupac on the and vice-president of the Swiss and the Swiss Rhine ports, includ- corridor”, says Hupac’s managing Shippers’ Council Swedish market. The com- ing the following demand: “Punctual director, Bernhard Kunz. “Because bined transport operator from freight trains on the transit route it is a flat railway, only the Luino line Gothenburg handles freight “Rail freight customers invest in SBB in domestic transport, to allow must be given the same priority as will enable us to operate economi- bookings as well as commer- containers, wagons and logistics, freight transport across the country passenger trains”. cally once the Gotthard base tunnel cial and operational support to competing fiercely with each other to be handled as far and as sensibly is opened. Along Lake Maggiore, the Swedish customers. as well as the road. In contrast, as possible by rail. Setting and any delay will jeopardise Swiss infrastructure developments implementing priorities modal shift policy and also damage scarcely take account of their A successful In Hupac’s view, moderate and the Italian economy”. needs. Freight transport is not a combination Driver survey 2011: priority in train path allocation. The Support for wagonload traffic as high marks costs of using the network bear a driver of modal shift came from for Hupac no relation to performance”. That Ümit Sarigecili of the Transwaggon Swiss domestic transport: In December 2011, a cus- was the thought-provoking intro- Group, which leases approximately General cargo goes intermodal tomer satisfaction survey duction by Frank Furrer, General 12,000 flat and large-volume freight was conducted at the Aarau, Secretary of the VAP transport wagons throughout Europe from Every night, 10,000 consign- cessfully without subsidies in col- Basel, Busto Arsizio-Gallarate industry association, at a media its base in Zug. He pointed out the ments are carried across laboration with Planzer Transport and Chiasso terminals. Out conference held in Zurich in great potential of rail freight wagons Switzerland in 280 rail wagons. AG and Galliker Transport AG. of a sample of 243 drivers, mid-February under the banner with a corner height of 4 metres Cargo Domizil is the name of the Efficiency and lean structures are 85% (+10% compared to the “And yet they shift – rail freight and a loading height of 3 metres, combined transport concept for the key factors for success on the last survey in 2008) rated the transport from the customers’ which allow significant load space general cargo. The goods are market. “We tackle the processes conditions as good or very perspective”. The speakers from optimisation and thus make rail picked up by road during the day, together and pool the purchasing good in comparison to other Cargo Domizil, Economiesuisse, more competitive. In combination collected at one of ten locations, of rail services”. terminals, 10% rated them as Hupac, Migros and Transwaggon with longer trains, these wagons grouped by destination and car- acceptable and only 5% said clearly expressed their views on could halt the migration of traffic ried over the long distances by With 12.5 million kilometres of they were unsatisfactory. The the December 2011 modal shift onto the road. Fewer sidings across rail at night. rail transport per year, Cargo friendliness and readiness of report by the Swiss Federal the country and the reduction in ser- Domizil is one of the major cus- the Hupac staff were rated as Council. The report includes little vice points would also necessitate “We aim to deliver 85% of all tomers of SBB Cargo. “If we are good or very good by 88% acknowledgement of the logistics innovative and cost-effective trans- consignments before 12 noon,” to maintain our success and (+7% compared to 2008) of industry’s efforts to increase port chains involving a combination says Josef A. Jäger, chairman of exploit the potential of Cargo respondents, acceptable by rail use. of rail and road. Cargo Domizil the Board of Directors of Camion Domizil, new transhipment cen- 9% and unsatisfactory by 3%. successfully operates a system of Transport AG in Wil, “and thanks tres must be built where goods Hupac thus achieved the best Major customer that type for general cargo in Swit- to the reliability of rail in all weath- accumulate, discrimination result since the surveys began. demands a master plan zerland, with one special feature: ers, we can achieve that”. He is against freight in train path alloca- Bernhard Metzger, head of logistics it is road hauliers who have taken one of the three road hauliers who tion must be eliminated and regu- and transport at the Federation of over the once-unprofitable business took over the loss-making Cargo latory zeal must be curbed”, Migros Cooperatives, welcomed the from the railways and now handle Domizil division of SBB Cargo in demands Jäger. new sense of objectivity in Swiss approximately 100,000 consign- 1996 and have since run it suc- www.cargodomizil.ch modal shift policy. However, he ments per year by rail (see box). said it was crucial for the future of domestic freight transport that SBB Priority for punctual Cargo achieve a lean structure and freight trains impressum become highly efficient as soon as The conflict between the interests Moving is published in English, German Online form possible. In addition, he demanded of passenger transport and those of and Italian. Under www.hupac.ch/moving-en greater involvement of the shippers freight transport must now be swift- Publisher: Hupac Ltd, Viale Manzoni 6, you can order Moving free of charge CH-6830 Chiasso as a single copy or as a subscription. under the leadership of the Swiss ly tackled, demands Stefan Vannoni Use the form as well if you wish to Confederation as railway owners in of Economiesuisse. Otherwise, the Editorial: Irmtraut Tonndorf change the address or unsubscribe Tel. 0041 91 6952936 to Moving. the further development of a mas- objectives of modal shift could not [email protected] ter plan encompassing all modes be aligned with reality. That opinion Copyright by Hupac Ltd. of transport. He also expects the is shared by the VAP as the rep- The reproduction of articles is allowed Printed on ecological paper with FSC Swiss government to issue a more resentative of the shippers, siding with indication of source. Mixed Sources (CQ-COC 000010) and Please send a specimen copy. Ecolabel (Rif. IT/011/04) certification precise performance mandate to owners and private freight wagon