BLOG

What the VAP says about mobility pricing

What the VAP says about mobility pricing

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"]
The context

Traffic is increasing. Accordingly, the existing capacities of the transport infrastructures will not always and everywhere be sufficient to satisfy the demand for transport. The federal government, cantons, municipalities and transport companies are implementing a wide range of measures to ensure that mobility remains possible in the future (e.g. traffic management, expansion). Nevertheless, many of these measures have reached their limits.

One measure to remedy traffic congestion has so far remained largely unused in Switzerland: differentiated pricing systems, for example in the form of mobility charges that vary in time or place. This would be tantamount to turning away from uniform or flat-rate fares. So-called mobility pricing influences transport demand and mobility behaviour and thus ultimately enables targeted management of existing transport capacities.

The legal basis

With the draft «Federal Act on Pilot Projects on Mobility Pricing» of 3 February 2021, the Federal Department of the Environment, Transport, Energy and Communications (DETEC) wants to create a legal basis so that cantons, cities or municipalities can carry out local and time-limited pilot projects on mobility pricing with compulsory charges. Such projects should provide findings on new forms of pricing to specifically influence transport demand and mobility behaviour in motorised private transport and public transport.

Statement of the VAP

The VAP supports the basic principles formulated in the federal government's conceptual work, in particular the principle of «pay as you use» with full compensation. Accordingly, transport users should not pay more, but pay differently. We also support the approaches of intermodality and distribution effects, according to which road and rail are fully included and according to the same criteria, but mobility remains affordable; all this within the framework of a graduated, transparent and comprehensible structure of the elements.

However, the VAP rejects capacity management on existing infrastructures without full compensation. Likewise, mobility pricing must not be used to avoid traffic or to steer the modal split, as the constitution offers no room for this.

Modal shift succeeds if there are correspondingly favourable offers and incentives. Multimodal logistics solutions in particular hold considerable potential for this. Therefore, modal shift can be achieved with improved framework conditions and infrastructure capacities for multimodal logistics solutions. In addition to pure rail freight transport, special attention should be paid to multimodal logistics solutions Rhine-rail, Rhine-road, road-rail, pipeline-rail, pipeline-road and corresponding solutions in the area of city logistics. Here, generous reimbursements of mobility charges for additional transshipments of goods and containers between modes of transport can help to avoid external effects and reduce environmental pollution.

Within the framework of the Cargo Forum Switzerland, we addressed our statement on the «Federal Law on Pilot Projects on Mobility Pricing» (in german) to Federal Councillor Simonetta Sommaruga on 17 May 2021.

Draft law has methodological shortcomings

DETEC's draft hardly specifies the experimental arrangements and the hypotheses to be tested in detail. The influence of the Confederation in pilot projects with compulsory levies is limited to the examination and approval of the projects. In this respect, its influence is very limited with regard to a broad-based gain in knowledge according to Art. 17 of the draft. Not even the comparability of several pilot projects with each other is assumed. Thus, no corroborated findings from different regions on individual theses can be expected. In the case of pilot projects with voluntary participation, implementation even seems possible without an examination according to Art. 26, provided that federal contributions are waived. These shortcomings need to be rectified.

The law distinguishes between pilot projects in the area of motorised individual transport and those in public transport (Art. 3, Art. 6 and Art. 9). This distinction is incompatible with the basic principles of Mobility Pricing. Pilot projects are to be arranged in such a way that private transport and public transport can be tested out, as it were.

The law conceives the voluntary or obligatory Mobility Pricing levy in addition to the levies currently in force (cf. Art. 11 Prohibition of tariff reductions). This contradicts the requirement of compensation.

In Art. 12, the law only provides for an anonymous levy for pilot projects in the area of public transport. This requirement must also apply to motorised private transport.

Heavy goods traffic on rail and road over 3.5 t total weight is not the subject of the pilot projects. Accordingly, those responsible for the freight transport projects can only gather very limited experience.

Overall concept with performance-based pricing called for

We are aware that the existing financing mechanisms do not allow for performance-based pricing of mobility. As a result, the true costs and the degree of self-financing vary greatly between the different modes of transport and between heavy goods and passenger transport, and they contain false incentives for mobility and spatial development in Switzerland.

The VAP therefore recommends an overall concept for the future design of mobility levies. In doing so, the measures for individual sub-goals should be revised while avoiding conflicts of goals and taking into account all technical developments.

As the voice of the shipping industry, we adhere to the following premises:

  • Logistics and freight transport - especially road freight transport - are essential elements of a successful internationally networked business location in Switzerland and the supply of Switzerland. Settlement, transport and infrastructure policy must continue to guarantee these.
  • (Freight) traffic is handled in a way that is as needs-oriented as possible and as environmentally friendly and resource-saving as possible.
  • Framework conditions and infrastructure development contribute to the achievement of the first two premises with incentives, sufficient infrastructure capacities and the promotion of innovations.
  • Infrastructure and transport costs are subject to the polluter pays principle. Ideally, all transport users in passenger and freight transport cover their operating and infrastructure costs as well as externally caused costs (balance principle).

 

DETEC consultation draft and explanatory report (in german): https://www.astra.admin.ch/astra/de/home/themen/mobility-pricing/vernehmlassungsunterlagen.html

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
20.05.2021 | Financing Member , ,

by | May 20, 2021 | Financing, Member

DETEC has sent its draft “Fede­ral Law on Mobi­li­ty Pri­cing Pilot Pro­jects” for con­sul­ta­ti­on. The VAP comments.

mehr
SBB Cargo Magazine: VAP President Josef Dittli in conversation

SBB Cargo Magazine: VAP President Josef Dittli in conversation

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" link_option_url="https://cargorail.ch/wp-content/uploads/2021/06/Interview_Dittli_Cargo-Magazin_1_2021.pdf" link_option_url_new_window="on" global_colors_info="{}"]

Désirée Baer, CEO of SBB Cargo, and Josef Dittli, Member of the Council of States and President of the VAP Swiss Rail Shippers Association, talk about the future of Swiss rail freight. They agree that digitalisation and automation should significantly increase the productivity of rail. The federal government should play a supporting role in this.

→ Click here for the interview (in german)

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
27.04.2021 | Competition in rail freight transport , , , ,

by | Apr 27, 2021 | Competition in rail freight transport

Dési­rée Baer, CEO of SBB Cargo, and Josef Ditt­li, Mem­ber of the Coun­cil of Sta­tes and Pre­si­dent of the VAP Swiss Rail Ship­pers Asso­cia­ti­on, talk about the future of Swiss rail freight. They agree that digi­ta­li­sa­ti­on and auto­ma­ti­on should...
mehr
Noise reduction and automation make rail more attractive

Noise reduction and automation make rail more attractive

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"]

A considerable potential for more sustainability in rail freight transport lies in noise abatement. Noise must be further reduced so that an increase in rail freight transport can be realised without significant increases in noise. This will then benefit the environment and the population. The speakers at the Noise Research Forum 2021 explained which concepts and measures are currently being examined and are promising.

At the Noise Research Forum 2021, the focus was on an essential aspect of future-proof rail freight transport: automation. For rail to become more attractive for freight transport, it must become more efficient and sustainable. One example of this is the digital automatic coupler (DAK). It represents a major milestone in automation and allows for a considerable increase in efficiency in European rail freight transport. If rail freight transport becomes more cost-effective, the share of rail in the total volume of traffic can increase, which favours CO2 reduction.

The management of infrastructure and traffic must also be increasingly automated and digitalised. Real-time information for customers on the transport or safe operation of the wagons used and the correct loading as well as semi-autonomous operation of the sidings strengthen rail freight transport. Start-up financing would facilitate the digital transformation, while at the same time subsidies could be reduced.

The VAP makes a significant contribution to strengthening the innovative strength and the will to transform of its members. Only in this way can rail freight transport become more attractive and develop into a valid alternative to the road. To this end, the VAP supports its members in the implementation of automation in Switzerland, always in coordination with developments and requirements in Europe.

Detailed information from the Railway Noise Research Forum 2021

Rudolf Sperlich, Vice-Director of the Federal Office of Transport (FOT), welcomed the participants and looked back on the development of noise remediation to classify the forum. He explained Switzerland's pioneering role in Europe and noted that the programme had been implemented very successfully in terms of costs and deadlines. However, because the effect fell just short of the statutory remediation target, the parliament unanimously adopted additional measures in 2013. Innovation assistance and departmental research are two of these supplementary instruments that will expire in 2025. For this reason, a wealth of ideas, networking and the will to innovate are once again called for in order to help the new, interesting approaches to success or to broad application.

Paul Steffen, Vice Director at the Federal Office for the Environment (FOEN), pointed out in his welcome address the need for further innovations in the railways. Innovation is still necessary, not only for the health of residents, but also to strengthen the environmental advantage of rail over road and thus to maintain market share in freight transport.

Detlef Schlickelmann, representative of the VAP Swiss Rail Shippers Association, explained that the noise remediation project ended in 2016 with the commissioning of the last 4,000 or so refurbished wagons. The industry had successfully organised the entire process of series engineering, approval, conversion incl. material pool and financing under the project management of the VAP. Schlickelmann added that the digital automatic coupler (DAK) project would create a great increase in efficiency in European rail freight transport and that the VAP wanted to write a second success story for the progress of rail freight transport with the rapid implementation of the DAK project.

Railway noise research according to the Federal Railway Noise Abatement Act (BGLE)
Fredy Fischer, Deputy Head of the Noise and NIR Division at the FOEN, emphasised in his introductory presentation how important it is for the railways to become even quieter. He called on the industry representatives to create a common vision of the quiet railway. If this required research or development, he said, the federal government would be happy to support projects.

5L demonstrator train
Jens-Erik Galdiks, head of fleet technology at SBB Cargo, used the "5L demonstrator train" project to show that current technologies can reduce the noise of freight wagons by a further 6 dB. Here, it is important to keep an eye on and consider the cost-benefit ratio. Other effects such as wear reduction are also significant. These commercial effects do not necessarily accrue to the investor. Therefore, a balance of benefits between infrastructure managers, railway undertakings and wagon keepers must be created. Jens-Erik Galdiks further stated that a further noise reduction of freight wagons would be disproportionate at present and that other measures such as optimisation of locomotives should be pursued.

Overall optimised innovative freight wagon
Dr Hanno Schell, Head of Innovation at VTG Rail Europe GmbH, spoke about the goal of designing a quieter freight wagon. The first step was to reduce the weight by 800 kg and the sound from 83 dB(A) to 76 dB(A). VTG further developed the bogie of the type RC25NT-H-D from the company ELH Eisenbahnlaufwerke Halle GmbH & Co. KG further. It replaced the friction damping with hydraulic damping. This enabled it to save 200 kg per bogie in the cross beam at the drawbar. VTG also installed Bonatrans wheelsets with a noise-reducing BASF coating. A welded steel disc was used for the disc brake, which is 49 kg lighter than conventional cast discs; a further 13 kg could be saved on the disc brake caliper. Various tests have already been carried out in Switzerland with the quieter bogie. All in all, it would allow higher driving speeds, take more weight and, thanks to the hydraulic damping, have very good running characteristics.

Composite wheelset
Professor Masoud Motavalli, head of the Structural Engineering Department at the Swiss Federal Laboratories for Materials Testing and Research (Empa), spoke about the use of lightweight and high-strength fibre-reinforced plastics to produce a composite wheelset and a composite bogie. A feasibility study showed that the designed wheelset was 40% lighter than the conventional metal version. In addition, a noise reduction of 3 dB was achieved. The carbon fibre-reinforced plastics are corrosion-resistant, have a very long service life and high fatigue strength, but are much more expensive compared to classic materials. Masoud Motavalli therefore proposes to design an entire bogie out of composites, because this would make optimised pricing more feasible. He is convinced that a massive weight reduction would be possible and the self-damping of the material would reduce the number of dampers. In addition, other innovations could be incorporated, for example self-steering, which would reduce the wear and tear on the tracks. All this would bring a significant noise reduction compared to conventional bogies.

Development of a superstructure simulation tool
In his presentation, Jean Marc Wunderli, Head of the Acoustics/Noise Reduction Department at Empa, presented a numerical model for the simulation of rollover processes, which simulates the resulting contact forces, the structural vibrations and finally the radiated airborne sound in three modules. Mr Wunderli emphasised that simulation tools that modelled the sound generation and radiation of the rolling noise of railways in a physically correct manner were a mandatory prerequisite for optimisations to the vehicle and superstructure. Due to the high complexity of the system and the partly contradictory requirements (noise, vibrations, wear, positional stability ...), a trial-and-error approach was not expedient.

"Rail pads - less rolling noise and more protection
Holger Frauenrath, professor at the Institute of Materials Science at the Ecole Polytechnique Fédérale de Lausanne (EPFL), presented a project to develop new types of rail pads. These should enable both better protection of the railway superstructure and a noise reduction of at least 1 dB (A) compared to conventional rail pads. The multidisciplinary project team brings together researchers from EPFL, HEIG Yverdon and Empa from the fields of materials science, numerical simulation, vibroacoustics, environmental engineers and railway experts from SBB. Based on an experimental modelling chain ranging from the material properties to the behaviour of a rail pad as a component to the system behaviour in the track, new multi-material rail pads with a soft core with high damping capacity between 200 and 2'000 Hz are developed. These will be optimised for a good balance between mechanical stability, noise reduction and permanent way protection. Designs are currently being tested to European standards and prepared for the final development phase, which will involve the production of engineering-scale prototypes for field trials in the track from March 2022. The new rail pads will be of interest both for reduced noise pollution in densely populated countries and for railway operators, as they should reduce the costs of maintaining the permanent way.

Optimised concrete sleeper, optimised intermediate layer
Dr Christian Czolbe, Senior Engineer Acoustics at PROSE AG, showed that noise along railway lines depends on both the rolling stock and the components in the track. For the infrastructure, it therefore makes sense to take measures that increase rail damping and reduce rail noise. In a research project, PROSE developed acoustically optimised concrete sleepers together with Vigier Rail and examined two promising prototypes in a test track. In another project, an inconspicuous and barely visible component between rail and sleeper was optimised. Dr. Christian Czolbe stated that the developed Bategu intermediate layer unites a longstanding demand of the railway industry: it dampens the dynamic impact loads in the superstructure and reduces noise at the same time. With a measured noise reduction of up to 5 dB (A), it would be significantly quieter along the line, which residents could perceive and confirm immediately after its installation. It also protects the track superstructure and thus leads to a reduction in life cycle costs - a win-win situation for the railway industry and residents. The new Bategu intermediate layer has passed all relevant standard and field tests as well as the fatigue strength tests and is now available for safe series use in the railway infrastructure.

Measurement of acoustic roughness
Florian Mauz, research associate and doctoral student at ETH Zurich, presented a development approach for an optical measuring device for measuring acoustic roughness on rails. In the future, it should be possible to measure the roughness from the moving train. By cleverly combining several sensors, the measurement result could be optimised. Florian Mauz showed the test setup and the series of tests in a laboratory environment. Soon the approach would be tested on a moving train and validated for its accuracy.

The link to the Forum's website is www.laermforschung-eisenbahn.ch.

Further information on the departmental railway research and the award criteria can be found on the FOEN website (in german, french or italian).

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
16.04.2021 | Events Member Operations Sustainability , ,

by | Apr 16, 2021 | Events, Member, Operations, Sustainability

A con­si­derable poten­ti­al for more sus­taina­bi­li­ty in rail freight trans­port lies in noise aba­te­ment. Noise must be fur­ther redu­ced so that an incre­a­se in rail freight trans­port can be rea­li­sed without signi­fi­cant incre­a­ses in noise. This will then...
mehr
Swiss Wagonload Transport Interest Group – for a start

Swiss Wagonload Transport Interest Group – for a start

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"]

In 2018, the VAP, together with SBB Cargo and the Association of Public Transport (VöV/UTP), founded the Swiss Wagonload Transport Interest Group - IG WLV Schweiz for short. This blog post kicks off a series of posts that provide answers to such and similar questions: What do the stakeholders want to achieve? What were the triggers and foundations? Where do we stand today? What are the potential benefits for VAP members?

How it all began

According to the press release «Outsourcing of SBB Cargo should bring more competition» of the Committees for Transport and Telecommunications (TTC) of January 2017, they agreed to the draft bill «Organisation of the Railway Infrastructure» (OBI, in german) of the Federal Council. However, the KVF proposed to their councillors by 14 votes to 11 that the draft be referred back to the Federal Council and revised in some points. Among other things, SBB Cargo should be outsourced in a holding structure in order to achieve more competition and strengthen freight transport in this way. In addition, the KVF recommended that system leadership should also be regulated for freight transport.

This was the birth of IG WLV, so to speak. In addition, Article 3a of the Freight Transport Act (GüTG) (in german) was amended during the consultations on OBI. According to this, the actors in rail freight transport are to jointly develop guidelines for achieving the goals of the GüTG. For example, in favour of technical innovations, efficiency improvements in production processes or for improved integration of rail freight transport into the logistics economy.

Strong wagonload traffic, satisfied customers

The interest group aims to promote the further development of wagonload traffic in Switzerland. In the common interest, it pursues the goal of providing the services of the railway system more effectively and efficiently and thus enabling a self-sustaining and sustainable development of rail freight transport in the sense of the GüTG. The system of wagonload traffic is to be aligned with the strengths of the railway and the needs of the customers and is to be regarded as an integral part of the overall logistics. Both rail providers and customers should benefit equally from its economic viability and reliability.

Exchange of information and planning for the future

Since its foundation, the stakeholders of IG WLV have exchanged views on various topics in board meetings. In addition, in regular workshops they shed light on the concrete challenges and hurdles of the railway system, such as the development possibilities in single wagonload traffic or the reasons why customers are dissatisfied with the current situation. The IG WLV is currently working on a joint concept with directions and corresponding goals as well as concrete measures for the coming years.

A lot planned, a lot to do

Whether customers, politicians or dialogue groups: Overall, the expectations of the IG WLV are high. VAP General Secretary Frank Furrer talks about the current state of developments in an interview with the transport workers' union. The road from a declaration of intent to concrete results is long and rocky. The IG WLV wants to smooth this path so that customers can count on a better railway system and politicians recognise the added value of increased efficiency and cooperation.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
08.04.2021 | Competition in rail freight transport Politics ,

by | Apr 8, 2021 | Competition in rail freight transport, Politics

In 2018, the VAP, tog­e­ther with SBB Cargo and the Asso­cia­ti­on of Public Trans­port (VöV/UTP), foun­ded the Swiss Wagon­load Trans­port Inte­rest Group – IG WLV Schweiz for short. This blog post kicks off a series of posts that pro­vi­de ans­wers to such and...
mehr
Motion CO2-free rail freight transport

Motion CO2-free rail freight transport

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"]

The motion 20.3222 «Rail freight transport and contribution to reducing CO2 emissions» submitted by VAP President and Councillor of States Josef Dittli was adopted by both Councils. The aim is to draw up a plan of measures that outlines how rail freight transport and multimodal logistics solutions can make a better contribution to reducing CO2 emissions. In the action plan, technical, operational, infrastructural, legal and financial options are to be identified, evaluated and put together into a promising package of measures. The cantons, railways, logistics service providers and shippers are to be involved in the work of the federal administration.

Harnessing the sustainability of rail freight

With the Green Deal, the European Union aims to become climate-neutral by 2050. On 28 August 2019, the Federal Council aligned Swiss greenhouse gas targets with this. As a consequence, the transport sector must reduce CO2 emissions by 90%. Freight rail is an essential part of the solution towards CO2 neutrality. For example, SBB Cargo uses hybrid locomotives on the last mile. Trains use 90% hydropower for their propulsion, and from 2025 it will be 100% renewable energy. Rail freight should therefore take up a higher share of transports. In transport logistics, there is a trend towards smaller consignment sizes, shorter transit times and higher punctuality requirements. Only a multimodal logistics chain with the freight railway as a strong link can do justice to this package of tasks. Here, logistics service providers bundle the goods or packages for the railway and synchronise them with the timetable. Promoting multimodal logistics solutions in all combination forms of rail, road, Rhine favours energy-efficient and CO2-optimised transport solutions and relieves the environment in social, ecological as well as economic terms. The federal government should support this multimodality with suitable measures.

Not a new concern

SR Dittli had already submitted a similar interpellation in March 2019 (19.3148 «CO2-free rail freight transport and Energy Strategy 2050»), which suggested a reduction in the train path price in connection with the train path price revision as of January 2021 to promote sustainable rail freight transport. In December 2019, several motions with identical wording followed in parliament calling for a support package for public transport based on its sustainability. This new motion is now intended to trigger a strategy definition geared towards passenger and freight transport in order to prevent a further expansion of passenger transport at the expense of freight transport capacities on the network. Above all, however, the remaining legal, operational and technical hurdles in the road/rail interface that hinder multimodal logistics solutions are to be removed as far as possible.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
30.03.2021 | Freight Transport Industry Politics Sustainability , ,

by | Mar 30, 2021 | Freight Transport Industry, Politics, Sustainability

The moti­on 20.3222 «Rail freight trans­port and con­tri­bu­ti­on to redu­cing CO2 emis­si­ons» sub­mit­ted by VAP Pre­si­dent and Coun­cil­lor of Sta­tes Josef Ditt­li was adopted by both Coun­cils. The aim is to draw up a plan of mea­su­res that out­lines how rail...
mehr
Progress for automation in rail freight transport

Progress for automation in rail freight transport

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"]

The Councils adopted the motion «Transporting more efficiently by rail through automation» by VAP President and Councillor of States Josef Dittli in the autumn or winter session 2020. The Europe-wide introduction of digital automatic coupling, automatic train preparation and other digital platforms is a main priority. By 2022, the member states want to agree on a pan-European implementation strategy.

Automation of the last mile

VAP President and Member of the Council of States Josef Dittli had submitted the motion 20.3221 «Transporting goods by rail more efficiently through automation» on 4 May 2025. It calls for a concept for the financing and coordinated implementation of technical innovations that in particular enable (partial) automation of the last mile in rail freight transport and simplify the management of the road/rail interface in multimodal logistics chains.

Based on Art. 10 of the Freight Transport Act (GüTG), the Confederation can promote investments in technical innovations. In order to ensure interoperability, the financing and coordination of a large-scale introduction of new technologies, coordinated with Europe, is indispensable, especially in system transport for the bundling of large quantities. However, this requires an industry-wide and internationally coordinated concept.

Digital Automatic Coupling (DAK)

At European level, a comparable initiative was taken with the «Digital Automatic Coupling Charter». On 29 June 2020, the final report for the creation of a concept for the migration of a digital automatic coupling system (DAK) for rail freight transport (SGV) was presented. The German Federal Ministry of Transport and Digital Infrastructure (BMVI) commissions and finances the creation of a concept for the migration of a DAK in rail freight transport.

The DAK in rail freight transport is seen as a central element to increase the competitiveness of rail freight transport compared to road freight transport. The biggest challenge in introducing a DAK is to develop and implement a migration strategy that is supported by all. The following key data were used for the study:

  • Affected by the migration are: 432'000 to 485'000 existing freight wagons and 17'000 traction units
  • Procurement costs of EUR 4'000 to 5'000 for a DAK
  • Conversion costs of EUR 2,500 per freight wagon and EUR 5,300 per traction unit
  • Procurement and installation of automation components per freight wagon: EUR 5'000
  • Total costs of an EU-wide migration, including automation components: EUR 6.4 to 8.6 bn.
  • Monetisation of the benefits for the EU-27, incl. Switzerland, Great Britain and Norway: annual benefit potential of approx. EUR 760 million.
  • Payback period in the baseline scenario: 18 years

Currently, four coupler manufacturers (CAF, Wabtec, Voith, Dellner) are developing prototypes of a DAK. These will be installed in DB and GATX test wagons and tested throughout Europe by spring 2021. The aim is to agree on the coupler type in 2021 and to start with a migration of the DAK in 2023/2024 at the latest. It is assumed that a migration should take six to eight years and be completed by 2030.

Committed to technical innovation

The VAP has also signed the DAK Charter. It is committed to the rapid and comprehensive automation and digitalisation of rail freight transport as part of the 2017 «Memorandum of Understanding on the Promotion and Implementation of Technical Innovations in Swiss Rail Freight Transport» between the Confederation, VöV and Cargo Forum Switzerland. SBB's pilot projects, which are made possible and supported within the framework of this agreement, should soon be brought to implementation maturity. In doing so, it is important to avoid half-hearted individual solutions and to trigger a coordinated nationwide automation initiative.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
23.03.2021 | Innovation Interoperability Politics , , ,

by | Mar 23, 2021 | Innovation, Interoperability, Politics

The Coun­cils adopted the moti­on «Trans­port­ing more effi­ci­ent­ly by rail through auto­ma­ti­on» by VAP Pre­si­dent and Coun­cil­lor of Sta­tes Josef Ditt­li in the autumn or win­ter ses­si­on 2020. The Euro­pe-wide intro­duc­tion of digi­tal auto­ma­tic...
mehr
Four private logistics service providers take a stake in SBB Cargo

Four private logistics service providers take a stake in SBB Cargo

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"]

The four family-owned companies Galliker, Planzer, Bertschi and Camion Transport are taking a 35% stake in SBB Cargo AG under the name «Swiss Combi AG». The companies stand for customer orientation, innovation and market-oriented solutions.

SBB Cargo's customers will benefit from this accumulated experience as an operator of logistics networks and from its broad customer base. The newly founded company has it in its power to counter the fears expressed in many quarters of further increasing market dominance with complete transparency and competition-oriented action. It can help wagonload traffic, SBB's core business, to regain momentum after years of decline.

It remains to be seen to what extent the law on the organisation of railway infrastructure passed last year and the associated ordinances will be able to spur the further development of rail freight transport as a whole. The framework conditions for rail freight transport are still poor in the area of planning construction sites and line closures as well as regulating the non-discriminatory operation of sidings and terminals. Also, despite this involvement and the formal independence of SBB Cargo, it remains completely open whether a balanced infrastructure and real estate policy will be possible within the SBB Group in the future or whether it will continue to act unilaterally in favour of passenger traffic.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
17.03.2021 | Competition in rail freight transport Member ,

by | Mar 17, 2021 | Competition in rail freight transport, Member

The four fami­ly-owned com­pa­nies Gal­li­ker, Plan­zer, Bert­schi and Cami­on Trans­port are taking a 35% stake in SBB Cargo AG under the name «Swiss Combi AG». The com­pa­nies stand for cus­to­mer ori­en­ta­ti­on, inno­va­ti­on and mar­ket-ori­en­ted solutions. SBB...
mehr
Revised train path price in 2021

Revised train path price in 2021

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"]

The 2021 revision of the track access charge will lead to a reduction of CHF 30 million in freight transport. After the 2013 revision brought an increase of CHF 25 million, the cost block for freight railways is now back at the 2013 level. Accordingly, the costs for rail freight transport in the market should fall. Due to the newly introduced bonus for trains with a length of over 500m of 1Rp/train km, there is an incentive for the formation of long trains and thus the use of fewer train paths.

Noise bonus still granted

The noise bonus remains in place, but undergoes two negative changes: The bonus will be reduced from 2 Rp/km per axle to 1.6 Rp/km per axle. In addition, the bonus will only be granted if the goods train concerned contains only low-noise wagons. A single freight wagon equipped with grey cast iron brake blocks leads to the loss of the noise bonus for the railway undertaking (RU). The RUs have a responsibility not to classify any wagons with grey cast iron brake blocks, otherwise they will be liable to pay damages to the keepers of low-noise freight wagons. The noise bonus amounts to around CHF 30 million per year. If it were to be further reduced or cancelled, the compensation for the 2013 train path price surcharges granted with the 2021 train path price would be lost.

Criticism remains unheard

The fundamental criticism of the FOT's train path pricing model by the industry associations once again went unheard. The definition of the standard marginal costs in the various route categories is not fair to the originator. What is needed is a differentiation of the route categories according to passenger and freight traffic. This is because each route category is primarily defined, built and operated according to the needs of passenger traffic. Freight traffic, with its comparatively modest train kilometres and demands on the network, does not define the standards and thus the so-called standard marginal costs per category in the mixed operation of passenger and freight traffic. Nevertheless, it must bear them in full. This is not fair to the polluter. Instead, a lower approach to the standard marginal costs should be applied to freight traffic in each category, in accordance with its demands on the standard of development.

A step in the right direction

After all, the last reduction in the train path price has its origins in the signal boxes and the costs for operations management. This may be interpreted as a first step in the right direction of increased polluter-pays fairness.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
09.03.2021 | Member Network , , , ,

by | Mar 9, 2021 | Member, Network

The 2021 revi­si­on of the track access char­ge will lead to a reduc­tion of CHF 30 mil­li­on in freight trans­port. After the 2013 revi­si­on brought an incre­a­se of CHF 25 mil­li­on, the cost block for freight rail­ways is now back at the 2013 level. Accord­in­gly,...
mehr
Federal Council puts together package of measures to strengthen modal shift

Federal Council puts together package of measures to strengthen modal shift

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"]

With the opening of the Ceneri Base Tunnel in December 2020, another piece of the puzzle for an efficient north-south connection through Switzerland will be completed. However, the expansion of the international freight corridor is delayed by at least a decade. As a result, the productivity gains in international combined transport are only half as great as originally planned.

The Federal Council acknowledges the delayed implementation in principle and presents a "package of measures to strengthen modal shift" in the modal shift report of 13 November 2019. However, from the perspective of the Swiss freight transport industry, the proposed measures are not sufficient. In order to maintain the competitiveness of UCT (Unaccompanied Combined Transport) in transalpine traffic and to continue the modal shift, the industry is calling for additional measures.

Delayed implementation of the modal shift

With the opening of the Ceneri Base Tunnel in December 2020, the NRLA project will be officially completed. However, the benefits for freight traffic in Alpine transit through Switzerland will only materialise with a considerable time delay. Numerous factors contribute to the fact that the productivity of the resources used - locomotives, personnel, railway wagons, etc. - cannot be increased by far to the extent and in the time frame originally planned:

  • The delayed expansion of the feeder lines in the north makes it impossible to operate 740 m trains.
  • Frequent and internationally uncoordinated construction sites with diversions and temporary capacity bottlenecks prevent the expected reduction in travel time and lead to continuously increasing quality deficits. The consequences are delays and inefficient use of resources.
  • Due to the non-coordinated international train path planning, the travel time savings in Switzerland will fizzle out at the borders for the time being.
  • The remaining gradients of the line and the operational concept of the Gotthard Base Tunnel still require the use of a second locomotive for heavy trains.

Under these conditions, combined transport operators can realise at most half of the originally expected productivity effects. In order to maintain the current volume in transalpine combined transport and to gain additional traffic volumes in the medium term with regard to the modal shift target, the Swiss freight transport industry proposes a longer-term orientation of the modal shift policy until 2030 with additional measures.

Extension of the payment framework for the promotion of transalpine UCT until 2030

In order not to jeopardise the positive results of the current modal shift policy, the promotion of transalpine UCT must not be suspended prematurely. From the market's point of view, an extension of the funding measures until 2030 is necessary. Only from 2030 onwards can the planned further productivity effects be expected to be realised.

Furthermore, according to the monitoring of the Federal Office of Transport, the quality deficits of CT trains have continuously increased. While 75% of trains were less than one hour late in 2009, only 55% of all trains were late in the first half of 2019. Today, 12% of trains are even delayed for 12 hours or more. These quality deficits, driven by the expansion of the corridor infrastructure with numerous construction sites and capacity restrictions, will continue to weigh heavily on productivity until at least 2030.

The 2030 time horizon also creates the necessary investment security. Transport companies will invest in containers and craneable trailers, operators in rail wagons and terminals, and railway companies in locomotives if longer-term use of these capital goods is ensured.

Subsidies for operating compensation for UCT amounting to CHF 55 million annually from 2024

An efficient railway infrastructure in combination with train path prices at the level of the neighbouring countries Germany and Italy enables Switzerland to operate combined transport on its own account - this guiding principle still holds true. However, the operational and infrastructural conditions on the north-south corridor through Switzerland do not meet these requirements either at present or in the coming years. During this period, combined transport operators and railway companies will be able to increase productivity by a maximum of half of the originally planned value when the NRLA is completed.

It is true that the Swiss track price revision 2021 - which lowers the base price for freight transport and introduces discounts for long trains - makes a significant contribution to supporting UCT. Nevertheless, a gap of about half of the operating compensation of the reference year 2018 remains, amounting to CHF 110 million.

Based on this analysis of the situation, the freight transport industry demands that unaccompanied combined transport (UCT) be supported with operating contributions of CHF 55 million per year until 2030. This will enable UCT to maintain the current modal shift volume and, if necessary, to largely absorb traffic growth. Should the framework conditions improve more quickly than assumed - for example through a significant improvement in quality or a sustainable optimisation of the international timetables - additional traffic volumes could continue to be gained for UCT.

With the expected further growth of UCT until 2030, the reduction path of subsidies per consignment would again be significantly improved. Whereas in 2011 an average of CHF 173 in operating subsidies was paid per shifted truckload, in 2018 this figure was still CHF 116. According to the ideas of the freight transport industry, this amount would drop further to CHF 40-45 per shifted truck by 2030.

Expansion of access routes in the north

The NRLA concept for promoting rail freight transport depends on efficient, high-performance access lines to the base tunnels in order to ensure the supply of Europe's highest-demand economic locations. After the commissioning of the 4 m corridor, the situation will be as follows:

  • 3 access lines in Italy - via Chiasso, Luino and Domodossola
  • 2 lines in Switzerland - via Gotthard and Lötschberg base tunnels
  • 1 access line north of Basel - via Karlsruhe - Mannheim - Cologne - Benelux

An alternative must urgently be created for the bottleneck in the north. The only efficient alternative route (flat track) is the route on the left bank of the Rhine via France. It is optimal for the high-volume Belgium - Italy route. In addition, there is a direct connection route with the corridor on the right bank of the Rhine, which serves to reduce the risk.

However, these routes do not yet correspond to the corridor parameters of the Swiss transit axis and therefore currently only carry a low volume of traffic. In order to make the capacities on these alternative routes more usable for UCT through Switzerland, the Zeebrugge/Antwerp - Strasbourg - Basel line and the Wörth - Lauterbourg - Strasbourg cross connection must be upgraded to the parameters 740 m train length, 4 m corner height, 2000 t with one locomotive, ETCS. This would also create a system in the north with two feeder lines and an alternative route on the left bank of the Rhine.

The expansion of a corridor-compliant alternative route via France is likely to be manageable in terms of costs. It is very much in the interest of Switzerland and its transit shift policy. To implement it, Switzerland needs a political initiative together with France and Belgium, which should lead to an international treaty on infrastructure development. Parliament should call on the Federal Council to take the corresponding initiative in the form of an international treaty. In addition, the expansion of the Rhine Valley railway in Germany must be pursued with vigour. The completion of this contractually agreed capacity increase has been postponed until 2040.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
16.02.2021 | Competition in rail freight transport Member Politics , , , ,

by | Feb 16, 2021 | Competition in rail freight transport, Member, Politics

With the ope­ning of the Ceneri Base Tun­nel in Decem­ber 2020, ano­ther piece of the puz­zle for an effi­ci­ent north-south con­nec­tion through Switz­er­land will be com­ple­ted. Howe­ver, the expan­si­on of the inter­na­tio­nal freight cor­ri­dor is delay­ed by at...
mehr
UGüTG: Prohibition of discrimination and the disclosure of prices

UGüTG: Prohibition of discrimination and the disclosure of prices

[et_pb_section fb_built="1" _builder_version="4.16" global_colors_info="{}"][et_pb_row _builder_version="4.16" background_size="initial" background_position="top_left" background_repeat="repeat" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" custom_padding="|||" global_colors_info="{}" custom_padding__hover="|||"][et_pb_text _builder_version="4.18.0" background_size="initial" background_position="top_left" background_repeat="repeat" hover_enabled="0" global_colors_info="{}" sticky_enabled="0"]

The draft of the UGüTG provides for a ban on discrimination for all transport services offered, in particular also for services offered above ground in city logistics. During its deliberations, the Council of States criticised this ban on discrimination and the disclosure of prices.

The VAP welcomes the ban on discrimination and the disclosure of prices. The linking of underground main transport with above-ground distribution from a single source obviously entails the risk of discrimination.

Our experience with SBB Cargo's wagonload traffic, the service of the last mile to private sidings and terminals as well as access to private terminals is clear: a monopoly offer from a single source is fatal for the loading industry. A specific prohibition of discrimination must therefore be provided as a regulatory measure in addition to the generally applicable Cartel Act. Competition with other transport systems such as rail or road does exist. But just as rail freight transport is the only mode of transport that can offer the night jump, the combined offer of city logistics and main run of Cargo sous terrain enjoys a unique USP. This is also the reason why the Confederation has an economic interest in this infrastructure and decided to enact the UGüTG.

 Access to other private infrastructures is also specifically regulated by law in a non-discriminatory manner. Access to terminals is regulated in Art. 6 para. 1 lit. d Freight Transport Ordinance, GüTV: Conditions, prices and discounts must be non-discriminatory and disclosed on the internet. For the service of sidings and terminals (last mile), transparency has unfortunately been reduced: Art. 6a GüTV only requires the general description of the "assessment of the price". Art. 5 para. 3 lit. c of the UGüTG is also formulated in this sense: "Calculation of the price". This is the minimum variant to protect customers against the monopoly provider.

The price should be in line with the market. This is also the case for terminal access and last mile service. But it must not be discriminatory, for example by providing a discount for particularly close "friends" that cannot be justified from an economic point of view. The principles developed in connection with network access to the rail network have proven their worth and should also apply to city logistics and underground mainline services.

For these reasons, the VAP recommends that Parliament adopt Art. 5 UGüTG unchanged.

[/et_pb_text][/et_pb_column][/et_pb_row][/et_pb_section][et_pb_section fb_built="1" _builder_version="4.16" _module_preset="default" locked="on" global_colors_info="{}"][et_pb_row _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_column type="4_4" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][et_pb_post_nav prev_text="Vorheriger Artikel" next_text="Nächster Artikel" _builder_version="4.16" _module_preset="default" global_colors_info="{}"][/et_pb_post_nav][/et_pb_column][/et_pb_row][/et_pb_section]
21.01.2021 | Freight Transport Industry

by | Jan 21, 2021 | Freight Transport Industry

The draft of the UGüTG pro­vi­des for a ban on discri­mi­na­ti­on for all trans­port ser­vices offe­red, in par­ti­cu­lar also for ser­vices offe­red above ground in city logistics. During its deli­be­ra­ti­ons, the Coun­cil of Sta­tes cri­ti­cis­ed this ban on...
mehr