The shift to rail freight through the Alps has suffered significant setbacks recently. According to BLS Cargo, the main culprits are the dilapidated German infrastructure and the numerous line closures and construction sites along the north-south corridor. This is also impacting personnel policies.

Photo: SBB

Switzerland, according to the company founded in Bern in 2001 with around 400 employees and 150 locomotives, has done a great deal in the past 25 years to promote the shift to rail transport. However, Swiss modal shift policy is now at a turning point. It is high time for new political impetus.

Relocation policy under pressure

The Swiss Transport Workers' Union (SEV) is also warning against further delays in the shift of freight traffic from road to rail, given the financial results of BLS and BLS Cargo. Due to cost-cutting pressures in regional passenger transport and the downturn at BLS Cargo – partly caused by the premature discontinuation of the rolling highway service between Fribourg and Novara (RAlpin) – the BLS Group is currently reporting a loss of 10.3 million Swiss francs. After two years with group profits exceeding 20 million francs each, this is "unpleasant " as they say, but "manageable " If only.

 Track work in Germany. Photo: DB

The situation is serious: 15-20% of BLS Cargo trains are currently cancelled, meaning a reliable service can no longer be offered to customers. Adding to the unstable operations are rising costs for freight railways because locomotives and drivers can no longer be deployed efficiently. Despite the poor availability of infrastructure, track access charges continue to rise relentlessly in all countries, cancellation fees are being levied, and the demands on the expensive Electronic Train Management System (ERTMS) are increasing.

Demands on the DB colleague

, the control and construction site and maintenance management of the German network operator DB InfraGO play a crucial role: only when track interruptions are significantly reduced, diversions are provided, renovations are shifted to low-traffic periods and track access charges are kept constant – only then can freight railways like BLS Cargo stabilize their operations and contribute to modal shift again.

DB CEO E. Palla. Photo: DB

Because it appears that the next two to three years will also be characterized by extremely intensive construction activity, BLS Cargo, together with the industry, is in close contact with the management of DB InfraGO. The freight industry, particularly in combined transport, recently addressed an open letter to the new CEO of Deutsche Bahn, Evelyn Palla, and the German Transport Minister, Patrick Schnieder . Dirk Stahl, President of the ERFA (Experience Exchange), co-signed the letter. The message: This situation cannot continue.

Wanted: Relocation policy 2.0

The shift of freight transport from road to rail must not decline further. If more and more transport is shifted back to the roads, not only is the transport system at risk of collapsing in certain areas, jeopardizing security of supply and the stability of logistics chains, but important sustainability goals could also be missed.

There is undeniably a modal shift crisis in freight transport – in Switzerland and throughout Europe. Policymakers are called upon to find effective solutions quickly. Only by modernizing the northern feeder lines to such an extent that reliable and stable operations are guaranteed and the structural cost disadvantage of rail freight is significantly reduced can the modal shift back to rail be stopped.

Photo: BLS

For the planned closures of the Rhine Valley Railway during peak traffic periods in the coming years minimum capacity guarantees, compensation funds, and the suspension of cancellation fees and track access charges in cases must be negotiated with the infrastructure operators and transport ministries . CO2 compensation, from which rail freight currently benefits, should be further expanded. According to the latest forecasts, Switzerland will significantly miss its 2030 climate targets . The transport sector is responsible for this – notably.

"Don't cut corners on staff"

According to the SEV union, strengthening rail freight will only succeed with highly motivated staff. Good working conditions, adequate qualifications, and high safety standards are essential prerequisites for reliable rail operations. " Attempts short-term competitive advantages over road transport through deregulation, increased pressure on staff, or lowered requirements are misguided " says Barbara Keller, Vice President of the SEV. " Anyone who is serious about shifting freight to rail must invest in the railways – and not cut corners on staff."

B. Keller. Photo: private/courtesy of B. Keller

Together with the European Transport Workers' Federation (ETF), the SEV aims to further strengthen rail freight transport at the European level. The ETF has launched the #SaveRailFreight campaign for this purpose. It consolidates the demands of European railway unions for increased public investment and the preservation of an efficient rail freight system. The goal is to prevent further shifts to road transport.

Alternative routes are being developed

At least: By 2028, the German Stuttgart–Singen line and its Swiss extension Schaffhausen–Oerlikon–Othmarsingen are to be upgraded to relieve the German Rhine Valley line and serve as an alternative route. Following a declaration of intent this year, work has begun with France to develop the left bank of the Rhine line into a modern and efficient feeder line for freight traffic. On the Swiss side, two tunnels near Basel will be upgraded for this purpose; the main construction work is scheduled to begin in 2026.

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