Railway Liberalisation Is Bearing Fruit

Railway liberalisation is bearing fruit inEurope”, Board Chairman Hans- uniquelya functioning railway market alpinetransit through Switzerland is theliberalised railway market. “The improvedframework conditions in successlast year was, however, the Thedecisive factor inHupac’s combinedtransport operators. promoted waysalso totheoperators rather than therail ofgovernment operating subsidies ofempty trips. Thedirect payment ofHGVs andreduced thenumber this.These ledbettertoa utilisation andthe40tons limit arereasons for SwissHeavy Vehicles Fee(LSVA) ofcontrolling transport such asthe involume (+50%). Political means ontherailways hasbeen increasing (-14%),while combined transport intransalpine transport hasfallen 2000thenumber oflorries involved utedbreaktoa inthetrend: Since year.Thestrong growth hascontrib 15.9%compared totheprevious Thisrepresents anincrease of roadconsignments totherailways. Lastyear Hupac shifted 520,000 Switzerland as the main reason for Hupac’s traffic growth. in Lugano, Board Chairman Hans-Jörg Bertschi named competitionsuccessful in railway use freight of the liberalisationtransport through of the railways. On the occasionThe Swiss of Hupacthe General Ltd – EuropeanMeeting on market12.5.2006 leader in combined transport through Switzerland – is making strength is transalpine traffic. transalpine is strength rates. growth digit double- with trends traffic Hupac Road consignmentsx1000 Trafficdevelopment Hupacof High Rolling the in was decline only The heartland. European the into West the in harbours from primarily stretches, transalpine non- on went (+31,2%) 120,666 Alps, the through went (+13,3%) 374,993 that, Of consignments. 495,659 of volume a reached and 17.2% by increased (UCT), Net Shuttle business, main the in Traffic (+15.9%). rail by ments consign 519,160 of total a with day, per trains 82 average on dispatched Hupac 2005 In Switzerland through transport combined in Leading Hupac 2000 373 Non-transalpine Transalpine Nicht-transalpin Tr ansalpi 2001 359 competition between the stimulated ’ s place in the market the in place s n 2002 358 themarket and 2003 Its main market main Its 397 2004 448 - - 2005 519 solutions for intermodal logistics intermodal for solutions - - 5% of the Rolling Highway. Rolling the of 5% traffic, intermodal unaccompanied of sectors. business by trends traffic Hupac is to shift freight traffic from road from traffic freight shift to is objective whose policy, transport Switzerland’s by influenced strongly is This Switzerland. through traffic intermodal transalpine is strength market main Hupac’s Arsizio-Gallarate. Busto at terminal expanded the at capacity handling additional the to thanks least not traffic, transalpine in growth strong showing is 2006, year, current The trucks. loaded 23,501 with 6.6% of drop a recorded which tunnel Gotthard the through service way “An remonopolise. to companies railway national by attempts the resist to order in involvement government for called Bertschi marketservices.” thebest conditions forcompetitive dominant.ForHupac this provides land.Nosingle railway company is transalpineroutes through Switzer providetraction services onthe companiesfrom three countries JörgBertschi explained. “Five railway 2000 373 Rolling Highway (Gotthard stretch) (Gotthard Highway Rolling Net Shuttle Rollende Autobahn Gotthar Shuttle Net(UKV) 2001 359 95% of the volume consists volume the of 95% 2002 358 2003 397 dstr ecke 2004 448

2005 519

- “Theheavy freight trains require three ingof the NEAT Gotthard Tunnel. pointof view, essential until the open alpinetransport is, from Hupac’s Financialsupport for combined trans hindrance.” without progress can liberalisation that ensure to effort every make must too EU The market. the of up opening the drive will which createdfollowing Railway Reform 2, be to is authority regulatory active modal shift policy will continue. will policy shift modal the of support financial if only sible pos be will it and time, in point set originally the by achieved be to likely not is truckloads 650,000 to consignments road reducing of target policy transport The fic. traf road pure and loads truck of that exceeds traffic transalpine of share Its years. for strongly ing grow been have volumes traffic intermodal contrast, In 1,204,000. to 4% by fell transit Alpine in ries lor of number the 2005, In stop. a to slowed has traffic road in growth strong the years, recent In traffic. road to share market lose to continuing is rail – reverse the is situation the France and Austria In rail. by Switzerland through sent are traffic transalpine of tons 3 every of out Two rail. to

- www.hupac.ch www.hupac.ch - - -

transported by rail, 35% by road. by 35% rail, by transported Switzerland: through transit Alpine in road/rail split Modal Modalsplit transfers agreater tonnagethanroad. Transport options forAlpinetransitthroughSwitzerland. Alpinetransit policy: transport Switzerland’s of target shift modal The Modalshift neys through the Swiss Alps by 2009. by Alps Swiss the through neys 1000 1200 1400 10 12 14 35 10 15 20 25 30 Europeanroutes.” Thisis already the case on other Tunnelhas been put into operation. railroute through the NEAT Gotthard costsin alpine transport once the flat tooperate while fully covering our roadtransport. We expect to be able transportcapable of competing with productioncosts and make rail governmentmake up for increased Theoperating subsidies from the locomotivesfor the Gotthard stretch. 200 400 600 800 0 2 4 6 8 0 5 0 1984 1984 1981 1986 1986 Schiene Strasse Road Rail Road traffic Combined Strasse Kombinie 1986 1988 1988 1991

rt in mio. t mio. in Truck journeys x 1,000 x journeys Truck er V 1990 1990 1996

in mio. t mio. in erkeh July 2006 July 1992 1992 1997 r 1998 1994 1994 1999 1996 1996 2000 1997 1997 2001 1998 1998 2002 closure of the Gotthard motor Gotthard the of closure The works? longer no suddenly something when do, to What risk managing About Communication Manager Irmtraut Tonndorf issue ofMoving. I hopeyouwillenjoyreadingthis road between them split and risks the weigh to have you bottlenecks, infrastructure despite going keep To transport. of modes all to applies That risk. a be, will always and is, stretch mountain A story? the of moral The trains. daytime additional the for demand limited was there while allocated, rapidly therefore was and demand, strong in was trains night on Space able. avail is stock rolling of amount limited a Only Gotthard. the at Highway Rolling the on offer on less was There problems. any without rail to over switch could equipment suitable had who Anyone available. capacity cient suffi had transport intermodal unaccompanied Hupac’s jams. traffic the to alternative no had latter the motorway, Gotthard the of closure the during rail of favour in split modal in-house their shifted former the While roads. on dependent entirely hauliers were side other the On transport. rail for up set already companies were side one On market. transport divided a revealed 2006 June in way 1999 1999 2003 Source: Federal Office of Transport of Office Federal Source: 2000 2000 2004 2001 2001 2005 1,2 mio. 1,2 650,000 truck jour truck 650,000 Combined transport 2002 2002 65% of goods are goods of 65% 2006 2003 2003 2007 and 0,65 mio. 0,65 ? 2004 2004 rail. 2008 editorial 2005 2005 2009 - - - - Train monitoring with e-train Questions & Answers How far has Hupac How will e-train Hupac has introduced a new satellite-based positioning system for real time got with imple- be integrated menting the new with the existing train monitoring. The system, named e-train, stands out with respect to system? Cesar information similar existing systems in Europe for its characteristics of proactivity and By the middle of system? What dif- automaticity, all to the benefit of productivity and customer service. June, 35% of Hupac ferences are there trains had been fit- between the two ted with e-train, by systems? the end of 2006 we Cesar provides cus- expect 80% cover- tomers with informa- age, by the middle tion about numerous of 2007 the imple- Aldo Croci combi operators in mentation will be Hupac Group Director areas like “Timeta- complete. of Information bles”, “Bookings” Technology and “Tracking & What advantages Tracing”. In “Tracking does this give to customers? & Tracing” Cesar is limited to With e-train, Hupac knows what the status messages “booked”, is going on at all times. The “delivered”, “departed”, “arrived” system gives us independence and “collected”. E-train closes from the varied systems of our the gap between “departed” and rail partners. We have all trains “arrived” with precise, detailed constantly under control, and can information. This however is react immediately to any traffic only available for Hupac’s own irregularities. The terminals and trains. It would be interesting if railways also benefit from rapid, other operators also adopted the precise information. system.

News Rail to the rescue The system is based on innovative card to communicate position and In fact, as each train departs, After the closure of the Gotthard transport by up to 1,000 truck hardware components with GPS/ the latest-generation battery to Goal, the central software system, motorway in June 2006, Hupac consignments per day on the GSM technology. A proactive infor- provide energy to the two cards. sends the appropriate timetable quickly increased the capacity of North-South axis. mation system matches the effec- The system is enclosed in a box to the satellite unit together with intermodal traffic by agreement Transport and logistics com- tive running data of every individual that can be easily mounted on any the control points, including the with the railways as well as panies made active use of the train with the selected timetable. wagon for combined transport. theoretical arrival and departure their partners Cemat (Italy) and increased capacity on offer. Many “We receive high value qualitative The satellite unit is in continuous schedules. Throughout the jour- Kombiverkehr (Germany). Up to extra trains ran in unaccompanied information in real time without communication with a train-position- ney, the satellite unit checks the 40 additional trains per day were combined transport as well as ing signals management software, train movement and sends the made available via Gotthard, on the Rolling Highway. In total, which represents trains graphically information regarding the real Lötschberg/Simplon, Brenner traffic levels increased during the on territorial maps adapted to transit at every point of the travel and Modane. This increased closure by about 25% compared the characteristics of the Hupac plan, including any changes in the the capacity of combined to the year before. network. schedule. “But the absolutely most innovative This information is automatically element of e-train is the concept integrated into the Goal system. New management team of controlling the train progres- Hupac team members obtain in Change of the guard at the Italian sion”, explains Aldo Croci, Hupac IT real-time the global view of train subsidiary of the Hupac Group: director. “The few satellite tracking progression, saving time and since June 2006 a new manage- systems existing in Europe are costs in requesting this informa- ment team is at the helm at Hupac based on the satellite unit emitting tion from railway companies. SpA. The company is now led by its position at predetermined time Furthermore, alarm systems Sergio Crespi, 40 years old, who The task force behind e-train. From left: frames. An enormous volume of in case of trains running with takes on the role of managing direc- Andreas Mager, Leonardo Fogu, Aldo Croci information with little value is being substantial delays and auto- tor. Francesco Crivelli, 57 years (Hupac Chiasso), Jörg Bebie (ICM Wädenswil) created since it is all disjointed matic notification to the parties old, the former managing director and Hans-Peter Wepfer (FELA Management from the train timetable, which concerned are foreseen. for the last 10 years, joins the Diessenhofen) instead is the item that most The project was implemented by Board of Directors and has been concerns the customer”, explains Hupac in collaboration with Fela appointed Delegate of the Board of managers. Maurizio Tronchi, aged having to make costly enquiries Croci. “E-train instead is based Management, a Swiss company Directors. 54, is the operations manager for with the various rail companies”, on the concept of proactivity and leader in Europe in the production Sergio Crespi, a graduate in Politi- the railway company and will follow explains Hupac director Bernhard automaticity: the system signals of satellite positioning systems, cal Science, who has been in Hupac the railway activity in the intermodal Kunz. “E-train automates manual possible variations in the timeta- and with ICM, a company which for eleven years as the Human yards. Davide Muzio, aged 36 and a processes and frees resources, ble with respect to the timetable specialises in the consultancy for Resources manager, will be sup- graduate in managerial engineering, to the benefit of our customers.” foreseen for each train, allowing satellite tracking systems. Having ported by Maurizio Tronchi and Dav- is responsible for production and A hardware component, the satel- Hupac personnel to determine passed all operational tests, ide Muzio, both with assignments as logistics at the terminals. lite unit, is installed on each train. the timely progression of traffic e-train became the day-to-day tool It is composed of a GPS satellite and to provide information to the for controlling Hupac trains at the Busto Arsizio D Fiorenzuola/Cassino link reception card, a GSM telephone customer in case of delay.” start of 2006. Hupac expands the Shuttle Net system towards Emilia-Romagna and Lazio. In June 2006, a new railway connection between the terminals Everything under control in Busto Arsizio and Fiorenzuola near Parma has started. “We want- ed to satisfy the heavy demand for intermodal services originating Automatic in the area south-east of Milan”, GPS integration Customers of the information explains Alberto Grisone, Business Client Hupac Manager Project Development. In Fiorenzuola it is also possible “The new train connects Emilia- to continue the trip to the Cassino Romagna and northern Tuscany to terminal, located in Lazio near Hupac’s international network”. the border between Campania With daily departures in the and Molise. “The gateway link evening from Busto, the train col- for the railway terminal in Lazio lects the freight units coming in strengthens our direct services Aachen Basel Luino 10:00 17:50 23:40 from Belgium, Germany, Switzer- towards central-southern Italy”, land and Scandinavia following the Grisone emphasizes. “Our clients Satellite-supported train monitoring system. Train E-train provides a visual representation of a gateway system, and transports are showing great interests in positions and timetable variations are automatically train’s status at predefined checkpoints. them to Fiorenzuola. The cargo is this new train, which will support integrated into the Goal train operating system. Green means “on time”, yellow means “up to 60 min- then available at the terminal the the already existing links between utes late”, red means “more than three hours late”. next morning at 8:00. Busto and Pomezia.” Quiet-running wagons Background Hupac is systematically adapting its wagon fleet to meet noise abatement requirements. 65% of Noise bonus wagons for UCT and 100% of Rola wagons are fitted with low-noise brakes made with synthetic for protecting materials. Hupac is therefore on course to meet the Swiss federal law on noise remediation the environment which envisages the modification of all wagons by the end of 2009. The noise limits set in the international TSI Noise standards, which come into force for all new vehicles from the middle of Noise is the biggest environmental problem of the 2006, were implemented by Hupac several years ago. railways. In a referendum in Switzerland in 1997, people At the end of 2005 Hupac owned voted by a large majority 2,300 low-noise rail wagons. This for quieter railways. The represents about 70% of Hupac’s government decided on an existing fleet of 3,300 wagons. The extensive noise remediation low-noise wagons are fitted with programme. By 2015, noise “whisper brakes”. “Ever since 1999 emission must be significantly we have been acquiring new wag- reduced. ons with composite brake pads”, To promote the use of explains Michael John, rolling stock low-noise rolling stock, manager of Hupac. “They consist of a synthetic resin composite. the Federal Government is Unlike the old metal brakes made awarding a “noise bonus” on of grey cast iron, the composite train path prices. Vehicles pad does not roughen the running without grey cast iron brake surface of the wheels. It remains pads will receive a refund smooth, and this means the train on the Swiss rail network to runs up to 10 decibels quieter.” compensate for the additional Hupac is now working to refit all costs of acquiring and wagons currently in use. This is maintaining brake pads made made possible by the financial of synthetics. support of the Federal Office of Noise remediation will also Transport. The Swiss government’s be encouraged on existing noise remediation programme freight wagons. Noise envisages a definite reduction in should be reduced directly the noise exposure from railways at source, in other words on the rail wagons themselves, In mid-2006, the internationally This reduces the noise during by the use of brakes made valid TSI Noise standard of the UIC braking. As for the bogies, the of synthetic materials. The (Union Internationale du Chemin DRRS technology has proved its noise remediation program de Fer) comes into force across worth. Here, replacing coil springs is limited to wagons owned Europe. The “technical specifica- with rubber springs reduces noise. by Swiss companies, or run tion for interoperability” specifies “Development is continuous all by Swiss railway enterprises. noise limits for new freight wagons, the time”, says Michael John. “At Another precondition is that and wagons to be refurbished. But the moment we are working on a the wagons must be in these limits are not achievable with prototype of a combined block and service for at least 2,000 km the traditional cast-iron pads. “With disc brake, from which we expect a year. the introduction of TSI Noise, trains a longer working life and lower all over Europe will be quieter. maintenance costs.” Hupac started work on changing over from cast-iron pads to composite pads several years ago.” Low-noise Hupac wagons Using various technical and operational optimisations, Hupac wants Total With composite % to go on improving the efficiency of brakes the synthetic pad in the future. The Own UCT wagons 2.902 1.890 65 goal is to achieve an approximately Own Rola wagons 405 405 100 equal cost level for the synthetic pad, compared to the traditional Total own wagons 3.307 2.295 69 cast iron pad. Leased wagons 712 0 0 Besides the brakes made of Total 4.019 synthetic materials, Hupac is taking other steps to reduce noise. All Nearly 70% of Hupac wagons are equipped with low-noise synthetic brake new wagons are fitted with brake pads. About 1000 wagons will be refitted in the coming years. suspensions made of synthetic materials instead of steel bushes. by 2015. The programme is financed by income from fuel tax. Questions & Answers “The most effective way is to pre- vent noise from being generated How far has Hupac outside scheduled Does the noise What could at source”, adds Michael John. “In got with noise maintenance is costly, bonus granted by an alternative general, measures on the vehicle remediation of and causes operation- the Swiss Federal approach look like? are 8 to 10 times more effective the wagons? al problems because Government cover Firstly, ways must than measures on the infrastruc- Around 2,300 Hupac the wagons are out of the extra costs of be found to reduce ture.” wagons are already service. using noise-reducing the costs of the Hupac takes a pioneering role in low-noise, and in the composite pads? composite pad. the development and implementa- next three years, What does Hupac trains run most- This question is tion of whisper brakes. The opera- another 1,000 will be TSI Noise involve? ly on long international being put to the tional trials on Hupac wagons have upgraded. Currently For newly-built routes. Only a small manufacturers been running for years. They are we are undertaking a wagons, the same part of the routes are across Europe. being carried out on large wagon classification of the conditions will apply on the Swiss railway We expect that the Michael John Bernhard Kunz series with high running perfor various wagon types. in future to all as network, and therefore introduction of the Rolling Stock Director of the mance in shuttle compositions, By the end of 2006, Manager regards keeping entitled to a contribu- Hupac Group TSI Noise standard and under severe conditions on the various prototypes within noise limits. tion. There is also the will spur the market. demanding transalpine stretches. will be developed, The “Technical enormous load on the Secondly, we should This provides good conditions tested and will be ready to go Specification for Interoperability” brakes on transalpine routes. The consider whether the EU might for the early detection of weak- into production. In 2007 we will defines mandatory standards for heavy goods trains have to over- introduce differential train path nesses, and the rapid technical start introducing the modifica- rail vehicles, in order to have uni- come a height difference of 1,000 pricing in favour of low-noise and economical optimisation of the tions as part of normal mainte- form conditions for cross-border metres on each trip. That reduces rolling stock. Our trains are newly developed brake pads. “The nance. Complete remediation will railway traffic. TSI Noise means the service life of the brakes. The already running across Europe know-how gained is also available take longer than we might wish, uniform preconditions in the noise bonus granted is not suffi- on quiet pads. Everyone bene to other wagon owners and railway because we must proceed main- environmentally sensitive area of cient to cover the additional costs. fits from that. enterprises,” emphasises Michael tenance integrated. Remediation noise protection. John. Swiss contribution to the Political wishlist The success of combined transport strongly future of Europe’s railways depends on the framework conditions. Overview of Hupac’s expectations regarding “Freight trains should be able to travel as freely across Europe as lorries transport policies. without changes to locomotives and engine drivers and organisational Ñ Build up the infrastructure breaks in the system at international borders.” Thanks to NEAT, an ultra-modern railway infrastructure is being set up in the heart of Europe. The enormous investments will only pay off once the entire system achieves a qualitative leap forward. The expansion of Europe’s transport market is going fellow competitors. ers value this because they need the connecting lines in Switzerland, Germany and Italy are vital for this, through a time of upheaval. Globali- Competition on the North-South an alternative. That is the most along with the commissioning of sufficient terminal capacity. sation and Europe’s eastern expan- corridor through Switzerland is important prerequisite for success. sion are leading to an increase in already showing positive results The wind of change is blowing in Ñ Driving forward the opening of the rail market the flow of transport to the newly after a short period. There is the open market, something that a With Railway Reform 2, an active regulatory body should be created acceded economies. Transit coun- nowhere in Europe where rail state company is unaccustomed to. which will drive forward the opening of the market, comparable to tries such as Germany and Switzer- freight transport is growing as The tight margins only allow a low Comcom in the Telecommunications sector. quickly and combined transport is tolerance of errors and profitable winning back market shares from growth is a prerequisite for survival. Ñ Pricing reform the roads for the first time in the For sustained success a broader The train path pricing system must be corrected – it is not fair that a last fifty years with its double digit degree of future support of SBB Hupac train is taxed three times as heavily as an Intercity train. growth rates. The reliability and Cargo as a Swiss company could Ñ Incentivation of combined transport in 2011-2017 lower costs of integrated traction be sensible. The Swiss Act for modal shift in freight transport, expected during are making a contribution to this. 2006, should ensure financial support for transit modal shift from It is hoped that this success will Hupac calls for further opening 2011 until NEAT comes into operation. The subsidies must remain at radiate positively onto the opening of the market present levels. The principle of degressive support should be retained up of the market in the whole of In 2005 Hupac’s growth of 15.9% – it forces all partners in the transport chain to increase productivity.

Basic utilization fee (energy excluded, DB) Prices on the Basel-Chiasso 1500 stretch. A Hupac freight train has to 1.350 CHF pay three times as much as a pas-

1200 senger train and has no priority.

900

600 432 CHF

300

0 Intercity HupacHupac-Zu traing 380 t 1.5501,550 t

land are affected by this. The flow Europe and stimulate policies to enabled it to break the barrier of of goods through the Swiss Alps strongly push this forward. half a million consignments for the € / train-kilometerZugkilometer 2004 2004 Source:Quelle: EU EU Kommission Commission has increased by 50%, in the last first time. The extension of the 5 CargoGüterzug train 1000 1,000 t t

ten years - at 4% the annual growth SBB Cargo – Number two in Busto-Arsizio-Gallarate transhipment PassengerPersonenzug: train: Mittelwe averagert rates were twice as high as had Europe terminal close to Milan will also 4 betweenFernzug long(500 distancet) und trainRegionalzug (500 t) and(140 local t) been predicted. The fact that competition is now make two digit growth possible in train (140 t) The high mobility of goods is putting the rule on the North-South corridor forthcoming years. The general 3 pressure on the transport infrastruc- Netherland-Italy is first and foremost political conditions will, however, be ture. For long distances the railway, down to Swiss companies. SBB Car- a decisive factor. The path to the 2 above all as combined transport, is go should be named first of all in this opening of the market in rail freight the sensible option for coping with context. The internationalisation of transport must progress consis- 1 the future growth in transit flow for its products through the building up tently. A regulator independent from both economic and environmental of subsidiary companies in Germany railway companies and government 0 reasons. The legitimate hopes rest and Italy has made it the first state must help the competition to break CH F D I NL on the opening up of the railway railway company to make integrated through. The train path prices for Expensive train path: In Switzerland, train path costs for freight transport are market. In future, freight trains traction possible in transalpine traf- freight transport must also be higher than for passenger traffic. should be able to travel as freely fic. For the former transit company reduced. Switzerland is the only across Europe as lorries without SBB Cargo this was a question of country in which a heavy freight changes to locomotives and engine survival – with integrated traction train pays higher tariffs than a peo- Per consignment-km in Switzerland, indexed; Financial support for Shuttle Net drivers and organisational breaks in soon there will be no need of “transit ple carrying express train although Rolling Highway 2004 = 100 and the Rolling Highway in the system at international borders. railway companies” any longer. it has a lower network priority. 2004/2005. The Rolling Highway 100 As the leading independent intermo- Until the Gotthard-Neat link is 2004 needs three times the funding needed for unaccompanied combined Pioneering role for Switzerland dal operator in Europe, Hupac has completed, means of funding for 2005 80 -19% transport. Between 2001 and 2005 in the liberalization of the rail- also made a considerable contribu- combined transport will remain nec- contributions for combined transport way market tion to the opening up of the mar- essary. These are to be gradually 60 fell by 30% The competition between various ket. The company has driven the reduced - with increased shifting railways which use a common opening up of the market with the volumes they will continue to fall. 40 infrastructure improves productivity first tender of a package of over The aim is to function without any -17% and leads to more innovative offers 15,000 block trains per year on this state support once the flat rail link 20 which make the railways consider- axis in conjunction with high quality comes into operation in 2017 and 0 ably more attractive than the road. requirements and the preference for reformed route pricing is in place as RollendeRolling HighwayAutobahn Shuttle Net Since 2005 the North-South freight integrated traction. the greater expense caused by the corridor Netherland-Germany-Swit- Both the Swiss companies SBB mountain stretch will be reduced. zerland-Italy has been the first main Cargo and Hupac are in a good thoroughfare in Europe in which a position thanks to their pioneering genuine rail market has developed. role. SBB Cargo is today among On this axis there are now five Europe’s leading rail freight com- dialogue Send this coupon to fax +41 91 6952801 railway companies with integrated panies. Along with absolute size, impressum traction competing with each other dynamism is decisive if success is Please send me the following issues of Moving. without one single company gaining to be attained in the opening mar- Hupac Ltd a dominant position. ket. By combining these two crite- Name Viale R. Manzoni 6 The other European railway markets ria, SBB Cargo has clearly attained CH-6830 Chiasso are either still cut off (to or through the position of number two in the Company Tel. +41 91 6952800 France) or just at an embryonic European railway market, behind Fax +41 91 6952801 Address stage, a stage where former hold- German freight company Railion, an E-mail: [email protected] ers of the state monopoly have important railway partner of Hupac. Post code/Town Editorial: Irmtraut Tonndorf between 80-90% of the market In terms of turnover, SBB Cargo is Photos: Tolini, Arndt share with smaller fellow competi- actually number four but the second Tel. Fax Layout: Sestosenso srl tors sharing the rest. The dominant and third placed French and Polish player usually also controls the freight railways hardly have any E-mail infrastructure and the electricity experience in open markets. supply, thereby controlling 40% of The offensive strategy has put SBB Please send me Moving in Italian German English solutions for intermodal logistics the production costs of the small Cargo right at the front. Custom-