12 Freight traffic

Corridor 5 is one of the main international freight ar­teries in Europe

It reaches from the seaports of Rotter­dam and Antwerp in the Northwest down to the Medi­terranean hub port of Gioia Tauro in thevery south of Italy.

Most volumes on this corridor are however con­veyed on the core section between Rotterdam/Antwerp and the Milano region.

The analysis of the market reveals that the market share of rail scores particular high on the Swiss route of the transalpine corridor (67 %) in comparison to the Eu­ropean Average.

The analysis of the market reveals that the market share of rail scores particular high on the Swiss route of the transalpine corridor (67 %) in comparison to the Eu­ropean Average.

Approximately 80 % of all rail freight traffics are carried by intermodal trains (whereas the average share of combined transport in Europe is around 20 %).

whereas the average share of combined transport in Europe is around 20 %)

The analysis of the market reveals that the market share of rail scores particular high on the Swiss route of the transalpine corridor (67 %) in comparison to the Eu­ropean Average.

As a rule they are operated as block trains.

Rail experts expect that most of the future growth of rail freight on this corridor is going to be generated by the intermodal business (boosted by the increase in global exchange of containers).

the task force was able to elaborate a complete Diagnosis of the Corridor.

Due to significant contributions of the task force mem­bers (from the freight operations, the infrastructure management and state authorities in Belgium

Due to significant contributions of the task force mem­bers (from the freight operations, the infrastructure management and state authorities in Belgium

Due to significant contributions of the task force mem­bers (from the freight operations, the infrastructure management and state authorities in Belgium

the task force was able to elaborate a complete Diagnosis of the Corridor.

The main deficits which the task force members identi­fied are in the following areas: lack of interoperability of rail infrastructure,

The main deficits which the task force members identi­fied are in the following areas: lack of interoperability of rail infrastructure,

The main deficits which the task force members identi­fied are in the following areas: - rail infrastructure capacity shorages,

The main deficits which the task force members identi­fied are in the following areas: - “heritage” of national rail regulations,

The analysis, however, showed that these shortcom­ings have mostly been already recognized by the railway companies affected and that, in some cases, measures to improve the situation have already been initiated.

The analysis, however, showed that these shortcom­ings have mostly been already recognized by the railway companies affected and that, in some cases, measures to improve the situation have already been initiated.

The analysis, however, showed that these shortcom­ings have mostly been already recognized by the railway companies affected and that, in some cases, measures to improve the situation have already been initiated.

As far as the existing rail infrastructure characteris­tics are concerned, this corridor is quite typical of what can be generally observed at European level. It fea­tures a mosaic of nationally oriented infrastructure net­works which differ on

It fea­tures a mosaic of nationally oriented infrastructure net­works which differ on almost every relevant parameter.

It fea­tures a mosaic of nationally oriented infrastructure net­works which differ on almost every relevant parameter.

The primary problems may be summa­rized as follows:

change of power systems at every border which either results in locomotives changes or requires the procurement of expensive multi-current locomotives,

change of power systems at every border which either results in locomotives changes or requires the procurement of expensive multi-current locomotives,

change of power systems at every border which either results in locomotives changes or requires the procurement of expensive multi-current locomotives,

range of maximum train lengths between 550 m in Italy - even 500 m in Southern Italy - and 750 m in France (and even 1500 m as planned in Switzerland),

different allowed maximum train weights,

different allowed maximum train weights,

limited loading gauge on the French rail net­work rendering the transport of semi-trailers on this corridor particularly difficult,

limited loading gauge on the French rail net­work rendering the transport of semi-trailers on this corridor particularly difficult,

Being confronted with these impediments to flawless international freight, railway undertakings have already started schemes for the deployment of interoperable lo­comotives on three sections of this corridor

Being confronted with these impediments to flawless international freight, railway undertakings have already started schemes for the deployment of interoperable lo­comotives on three sections of this corridor

Being confronted with these impediments to flawless international freight, railway undertakings have already started schemes for the deployment of interoperable lo­comotives on three sections of this corridor