• Construction activities on the infrastructure lead to quality losses
• Traction conversion project successfully implemented
• Better framework conditions required to realise growth potential in combined transport

(Frankfurt/Main, 25 February 2025) The economic weakness in Germany and Europe is not without consequences for freight and intermodal transport. In the 2024 financial year - the second consecutive year of recession in Germany - Kombiverkehr KG also suffered a slight decline in consignments. However, in view of the difficult economic environment and a high level of construction activity on the German rail network - one example was the months-long complete closure of the Riedbahn railway as part of the corridor renovation - the Frankfurt-based operator held up relatively well. Kombiverkehr transported a total of around 780,000 containers, swap bodies and semi-trailers, or around 1.5 million TEU, last year. Compared to the previous year, this corresponds to a volume loss of around five per cent. The national network accounted for around 180,000 shipments (-3 per cent), while around 600,000 (-6 per cent) shipments were transported internationally. By using climate-friendly rail transport, the company's customers saved 1.12 million tonnes of CO2 compared to pure road transport. 

Large number of construction sites impairs quality and increases costs

The declining volumes on rail and in combined transport (CT) are not a surprise, but the result of an overall lower transport volume in national and international freight transport. ‘Kombiverkehr is also feeling the effects of the deepest economic slump, which has far exceeded the dimensions of the 2008/2009 crisis,’ explains Managing Director Armin Riedl. In addition to the lower demand, construction work on the rail infrastructure as part of the general refurbishment posed challenges for the company. ‘Unfortunately, the many construction activities are at the expense of quality and often lead to further train delays, which we very much regret,’ emphasises fellow Managing Director Heiko Krebs. ‘Our customers rightly expect good performance from us, and we will continue to fight hard for this and step up our efforts with our service suppliers,’ he announces. Kombiverkehr recorded train cancellations of 10 to 15 percent at times. The focus of the infrastructure work was on the national network. The Rhine Valley route is currently closed again, which also affects the Rotterdam/Duisburg-Mortara route. As far as international transport is concerned, the Tauern route between Salzburg and Villach has been affected by construction work for several weeks. In general, roadworks lead to diversions, which are associated with higher costs and a reduction in frequency. 

New train connections launched, traction conversion project successfully implemented

Despite the tense situation, Kombiverkehr succeeded in introducing new train products in 2024, thereby strengthening the transport corridors to and from Rotterdam and to and from Spain and Scandinavia. In March, a new train started from Rotterdam to Cologne-Eifeltor with three round trips per week. This was followed in September by a new connection from Antwerp to Irun in Spain. From there, there are eight connections a week to Madrid. A train between Duisburg and Hallsberg in Sweden was added at the turn of the year. Kombiverkehr reactivated a rail connection between northern Germany and Italy in January 2025. Since then, there has once again been a direct train between Lübeck and Verona with two round trips per week. The company offers a further connection to and from Verona via Hamburg. This also runs three times a week.

Kombiverkehr managed a unique feat of strength - the traction conversion project - almost completely silently with a large number of partners. In mid-2024, the company reorganised its traction due to EU proceedings against the Federal Republic of Germany and transferred a large part of its transport operations to other rail transport companies (RUs). With the combined efforts of all RUs and its own workforce, the Frankfurt-based operator mastered and completed this task in February. Kombiverkehr intensified its cooperation with existing RUs and established additional new partnerships. The changeover was completed on schedule in just six months (see press release ‘Kombiverkehr KG has completed traction reorganisation project’ dated 19 February 2025). 

Growing with CT - findings from a recent market survey

CT is a successful model. Intermodal transport chains reduce the burden on the environment, take climate protection into account, are generally plannable for users, can make the economy more resilient and are an answer to the ongoing shortage of lorry drivers. Those who use CT can also grow with it, as a recent survey of 657 companies by the Federal Office for Logistics and Mobility (BALM) shows. According to the survey, 56 per cent of users have increased their CT volumes over the past ten years. Only 18 per cent have seen their tonnage fall during this period. CT is therefore a growth driver for haulage companies. And the potential is far from exhausted. Companies active in CT could handle even more goods by rail and waterway. 77 per cent of the logistics companies surveyed and 62 per cent of the companies from the shipping industry stated that they could theoretically transport even more goods by CT. The respondents see potential for improvement in intermodal transport in terms of punctuality, the condition of the rail infrastructure, reliability and costs. 

Industry needs more predictability and incentives to switch

‘All of these points can be remedied. To do so, the industry needs appropriate framework conditions that favour the use of CT as a climate-friendly transport option,’ says Riedl. According to the Frankfurt-based company, however, a train path price increase of around 16 per cent announced at short notice in the third year of the recession is counterproductive and will damage the acceptance of intermodal transport. ‘There is a risk of a shift back to road transport, which must be avoided. Price adjustments need to be predictable and made with a sense of proportion.’ The company is now hoping for new impetus after the general election. ‘Combined transport needs the complete exemption of pre- and onward carriage from tolls, as proposed by the EU Commission in the draft EU CT Directive,’ says Riedl. ‘Those who transport their consignments in an environmentally friendly way should benefit from a corresponding bonus.’

The current corridor renovations on 40 highly frequented sections will make the rail network more efficient overall. However, Riedl reiterated the industry's demands that the additional costs for rerouting transport for personnel, energy and equipment should not be charged to CT customers, but should be financed from federal funds, as in passenger transport. ‘Whoever orders the music also pays,’ says Riedl. ‘Investment funds must continue to flow into rail as a mode of transport and be stabilised even after the 2030 construction measures have been completed. We also need incentives for investments in terminals. The funding guideline for this has been established, but so far it has not been sufficiently endowed for the need for new buildings and reinvestment,’ criticised Krebs.