photo: René_Potsdam / Flickr/SBB 460
RAILTARGET delivers live updates from the 5th European Intermodal Summit. Experts address how Combined Transport can tackle the Clean Industrial Deal, boost Europe's competitiveness, and enhance resilience. UIRR presents key facts, figures, and a new study on transport efficiencies.
10:00 Michail Stahlhut, CEO of Hupac and Chairman of UIRR, opened the 5th European Intermodal Summit with a welcoming address. He outlined the agenda for the day, focusing on key questions like how Combined Transport can adapt to the Clean Industrial Deal and boost Europe's competitiveness.
10:10 Ákos Ersek from UIRR presented the highly anticipated Study on the Efficiencies of Combined Transport, showcasing its potential to drive major economic benefits for Europe by 2050. Key findings include:
- EUR 70 billion annual savings from 70% better energy efficiency.
- EUR 20 billion saved through reduced road maintenance costs.
- EUR 47 billion gained from better labor productivity and improved work-life balance.
- Up to EUR 90 billion saved by cutting road congestion impacts by 50%.
Ersek explained how rail’s low friction, electrification, and dedicated infrastructure already make it highly efficient compared to roads. He pointed out the future outlook for Combined Transport and the importance of uniform 740m train lengths, better traffic management, and increased use of renewable energy.

He also discussed infrastructure efficiency, pointing out that railways can handle significantly heavier axles than roads, which are prone to damage from overloaded trucks, which proves Combined Transport’s potential to provide sustainable solutions without adding pressure on infrastructure.
10:15 Ákos Ersek continued his presentation by diving into several key areas of efficiency offered by Combined Transport:
- Labour productivity: Combined Transport achieves 60% fewer manhours per tonne-kilometre compared to conventional trucking. Rail operations leverage the ability to move 40-50 truckloads per driver, whereas trucking requires one driver per truck. Future advancements, such as increased speeds and self-driving technologies, could further enhance productivity.
- Safety efficiency: Rail and waterborne transport are significantly safer than trucking, with 95% fewer accidents, fatalities, and injuries per tonne-kilometre. This is thanks to built-in safety systems like active train controls. The future deployment of ERTMS (European Rail Traffic Management System) will further improve safety standards.
- Pollution efficiency: Combined Transport produces 90% lower emissions per tonne-kilometre. Rail's use of electric propulsion and low friction results in much cleaner operations compared to trucks, which rely heavily on internal combustion engines. Future plans include regenerative braking systems and the integration of longer trains for improved environmental performance.
10:25 Ersek proceeded with a detailed comparison of Combined Transport and traditional trucking, focusing on several crucial aspects:
- Congestion reduction: CT can achieve a 50% reduction in road congestion through active route and traffic management, particularly for rail and waterborne modes. Trucks, on the other hand, face challenges with unplanned infrastructure works and frequent accidents. Future plans for CT include improved rail traffic management to better plan infrastructure bypasses.
- Energy efficiency vs hydrogen fuel: CT significantly outperforms hydrogen-powered alternatives, with electric grid-powered trains achieving 85% efficiency compared to only 34% for hydrogen powertrains. The development of a hydrogen distribution network remains a major challenge compared to the modest infrastructure requirements for electric power.

- Environmental and economic advantages: When comparing CT with EMS trucks, CT demonstrates superior efficiency across all key categories, including:
- 45–72% energy efficiency improvements.
- 95% fewer accidents.
- 65–91% environmental and climate benefits.
- 50% reduction in road congestion.
Ersek said that Combined Transport remains the most efficient and sustainable solution in every category, with benefits emerging more quickly and with reduced collateral damages compared to traditional methods.
He concluded his presentation by discussing the prerequisites for making Combined Transport the backbone of European freight logistics:
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10:30 The event proceeds with the first panel, Capacity Regulation, where MEP Tilly Metz points out the European Parliament's commitment to harmonization in rail operations and the ongoing challenge of balancing national interests with the need for coordinated EU-wide regulations. Key points included:
- Parliament's non-negotiable stance on harmonization: The European Parliament firmly opposes any proposal that reduces the current level of harmonization. Metz says it's important to bind EU legislation to ensure enforceable and coordinated rules.
- Concerns over national strategies: Metz criticized the Council’s push for national strategic guidance, warning that it risks fragmenting the rail system and undermining harmonization. While general strategic guidelines could be helpful, she stressed that they should not include overly detailed or mandatory instructions.
- The need for stable and multi-annual funding: Parliament insists on securing adequate funding for infrastructure managers to effectively perform their roles. Metz noted the Council's reluctance to include funding provisions and their preference for penalties over economic incentives, which the Parliament views as a concern.
- Independent performance reviews: Metz underlined the importance of empowering the European Union Agency for Railways (ERA) to oversee independent performance reviews, as opposed to leaving this responsibility solely to national authorities.
- Freight prioritization and climate goals: The regulation must ensure better access to quality train paths for freight services without deprioritizing passenger services. Metz pointed out existing issues, such as uncoordinated track works and waiting times at borders, which need resolution to facilitate the modal shift toward rail and meet climate objectives.
10:35 The floor is then given to MEP Ondřej Kovařík, who outlines the shared ambition to improve capacity allocation and ensure better use of existing infrastructure across Europe. Kovařík stresses the need for a regulation that benefits all stakeholders, including infrastructure managers, operators, and both freight and passenger transport. Harmonized capacity allocation is important to increase the share of rail freight while ensuring that rules are non-discriminatory and equitable for all member states.
He welcomes the coordination mechanisms introduced in the proposal, noting that improved cooperation between infrastructure managers is key to better information sharing and long-term planning. This includes coordinating track works, repairs, and infrastructure extensions across Europe to reduce disruptions and improve efficiency. Kovařík also stresses the importance of addressing both hardware investments and the way infrastructure is managed, ensuring the new regulation promotes fairness and transparency.
Finally, he expresses optimism about the ongoing negotiations, praising the Polish presidency’s commitment to advancing the technical aspects of the proposal. Kovařík hopes to see significant progress within the next six months, with the potential for concluding negotiations by the end of the year.
10:40 Robert Groiss from METRANS then takes the floor, sharing his perspective as a sector representative on the MEPs' speeches and the challenges faced by the freight industry.
Groiss stresses the critical need for greater prioritization of freight trains, saying that METRANS operates 650 container trains per week but struggles with efficiency due to ongoing construction works. He emphasizes that these works are often poorly coordinated with market demands, leading to increased costs for operators, which are ultimately absorbed by the industry rather than the clients. The industry expects that the new regulation guarantees train paths for freight services, ensuring that Combined Transport remains competitive. Groiss also points to issues with first- and last-mile connections as significant bottlenecks, calling for better solutions to address these challenges.
Additionally, Groiss raises concerns about the current penalty and booking systems, as well as discrepancies in track access charges across European countries. He warns that these inconsistencies can hinder the availability of necessary train paths and calls for common solutions that promote fairness and efficiency across the rail network. Groiss concludes by aligning with MEP Ondřej Kovařík's call for better coordination and balanced regulations.
10:45 Anthony Chérubini, General Manager of T3M, also shares his perspective as a sector representative, focusing on the challenges and opportunities for Combined Transport, particularly in France and across international markets. He mentions T3M’s recent investment in a new terminal in southern France, the first in the country to feature remote-controlled cranes and automation systems, and then identifies three key issues:
- Network efficiency: He points out the decreasing compliance of trains with required standards on the French network, with a 10% drop expected by 2025 for Combined Transport. It's important to treat Combined Transport with the same priority and quality as other modes.
- International connectivity: We need to protect international traffic routes and improve their transit times, particularly for traffic between France and Italy. Current systems fail to guarantee reliable operations, leaving T3M struggling to secure essential train paths.
- Capacity constraints: There are ongoing challenges in expanding rail capacity in France. Despite efforts to negotiate longer and faster train paths, progress remains slow. Chérubini warns that traffic growth risks stagnating unless more productive systems and better management are implemented.
10:50 MEP Sandro Santamato concludes the first panel, saying that the proposed regulation is crucial, particularly for the freight sector, which faces significant challenges due to a lack of cross-border coordination. He says that 50% of freight transport in Europe is cross-border and suffers the most from issues such as poor capacity allocation processes, uncoordinated maintenance planning, and infrastructure managers who are not sufficiently client-oriented, which are the key problems the proposal aims to address. He also points out the need for better capacity management and improved maintenance of the physical network to ensure operators are provided with high-quality services. According to Santamato, the regulation has the potential to bring substantial benefits to the rail sector by creating a more flexible and client-focused framework.
Santamato adds that while the proposal does not solve every problem, it represents significant progress in supporting transport corridors and addressing the externalities of freight transport. It's important to avoid duplication of efforts, ensuring that capacity booking systems for corridors are seamlessly integrated into a flexible, unified network managed by infrastructure teams dedicated to key geographic corridors.
11:00 The event continues with the presentation of the latest facts and figures on Combined Transport, delivered by Alexander Labinski, Senior Consultant at SCI Verkehr, based on the UIC-UIRR report for 2024.
Labinski mentions the steady progress of Combined Transport in Europe, noting its crucial role in stabilizing the modal share of rail freight despite broader challenges. Key findings include:
- The European Union’s goal of increasing rail’s modal share to 30% by 2030 remains ambitious. While Combined Transport has driven growth, the current share is at 17%, only halfway to the target. Achieving this requires substantial shifts from road to rail and further systemic improvements.
- Combined Transport grew by nearly 9% between 2018 and 2023, while total rail freight transport decreased by over 8% during the same period.
- However, challenges persist. Total rail freight performance dropped in 2023 due to a combination of price hikes, a slowing economy, and disruptions, such as the closure of the Fréjus rail tunnel and strikes in France.
Labinski also points out the importance of innovation and private investment in maintaining this momentum, providing examples like new terminal development and the increasing role of digitalization in improving efficiency and competitiveness.
11:05 He provides insights into the growth and market trends of Combined Transport (CT):
- Segment growth: Unaccompanied maritime CT remains the largest segment, accounting for nearly 80% of CT volume by weight in 2022. Unaccompanied continental CT grew faster than maritime CT between 2019 and 2022, reflecting its increasing importance. Conversely, accompanied continental CT saw a decline, maintaining a marginal market share of less than 1%.
- Market forecast: The market for unaccompanied CT is expected to grow by 3% annually until 2040, with the overall market forecasted to become two-thirds larger than in 2023. Notably, continental CT is projected to grow at a faster rate than maritime CT, nearly doubling by 2040, driven by network expansions in key markets such as Spain, France, and Poland.
Labinski identifies several factors shaping the development of CT:

11:10 The event moves onto the second panel, Combined Transport Directive, with MEP Flavio Tosi opening the discussion. He stresses the urgent need to reduce CO2 emissions in transport, particularly on roads and waterways, saying that finding an economic solution is critical, requiring collaboration between the European Parliament, the Commission, and local authorities. Tosi calls for joint efforts to finally shift more freight to Combined Transport as a key step toward addressing environmental challenges.
11:15 The floor is then given to Jürjen Albersmann from CONARGO, who focuses on the competitiveness of Combined Transport. He acknowledges that while the cost advantages of Combined Transport are essential, they remain difficult to measure and compare across Europe. Albersmann stresses that improvements in infrastructure and reduced bureaucratic hurdles are necessary to make Combined Transport more competitive.
He points to Germany’s successful implementation of supportive Combined Transport policies over the last 25 years, which have led to significant infrastructure developments. He also mentions the progress in digital documentation, noting that many Combined Transport operations in Germany and other European countries already operate highly automated systems. However, he warns that mandating digital documents as part of the definition of Combined Transport could increase barriers to entry for shippers and divert market share toward trucking. Albersmann suggests that digital documentation should not only apply to Combined Transport but be a general rule across all transport modes to ensure fair competition, saying that addressing these barriers is key to supporting Combined Transport’s growth and sustainability.
11:20 Kevin Gründer from duisport takes the floor to discuss current market trends and challenges in Combined Transport. He mentions the shift from maritime to continental business activities, particularly toward Eastern Europe, where the trucking market is growing rapidly, and notes a significant increase in the use of trailers over containers, which many existing terminals are ill-equipped to handle. Despite the perception of sufficient terminal capacity in some regions, bottlenecks persist, especially in handling and storage.
He also points out that the quality of Combined Transport services is lacking, while prices remain high, making the option less competitive. Construction delays, operational inefficiencies, and pricing issues with truck and rail transport further exacerbate these challenges. Gründer stresses the need for cost-efficient trains, longer train lengths, and lower track access charges to improve competitiveness.
11:30 The floor is then given to Ben Beirnaert from combinant, who addresses the challenges of funding and investment in Combined Transport terminals. He shares his experience of investing in infrastructure improvements, such as a 750m track and electrification projects, without receiving subsidies due to limited funding availability. He points out the uneven distribution of subsidies across Europe, citing stark differences in financial support between countries like Germany, where up to 80% of terminal costs can be subsidized, and Belgium, where the figure is significantly lower. He says that these disparities make it difficult to foster productivity and growth in Combined Transport. Beirnaert calls for harmonized and equitable subsidy schemes across the EU to support terminal development and encourage investments.
11:40 MEP Annika Kroon concludes the panel with reflections on the Combined Transport Directive from a political and practical perspective, acknowledging the challenges highlighted by the panelists, and underscores that the Commission’s proposal aims to address key issues in Combined Transport by promoting pragmatic, transparent, and equitable solutions. While previous attempts to pass the trade package proposals have not succeeded, she pointed out the importance of continuing efforts to refine the directive.
She highlights the core principle of directing resources to operations that deliver the greatest savings in external costs, such as reduced infrastructure costs and lives saved. This approach is intended to make the directive more effective and measurable. Kroon stresses the need for a simple and non-contestable definition of Combined Transport operations, ensuring consistency across member states and simplifying compliance processes. Kroon also underscores the importance of terminal capacity transparency and proper market analysis to determine where financial support is most needed. She notes that infrastructure investments and terminal services must align with broader goals to optimize resource allocation.
Regarding digitalization, Kroon explains that electronic documents and platforms will play a vital role in ensuring compliance and tracking savings. She mentions progress in implementing acts, which will take effect by July 2027, providing a structured framework for compliance and transparency. Kroon reiterates the need for collaboration between stakeholders and the Commission, urging panelists to continue contributing to the refinement of the directive.
This concludes the 5th European Intermodal Summit. Thank you for tuning in with RAILTARGET for the live coverage.