According to the VDV, a mix of political, economic and internal constraints has pushed intermodal systems off course after years of growth.
The German transport association VDV (Verband Deutscher Verkehrsunternehmen) warns that intermodal transport — combining rail, road and inland waterways — is entering a phase of decline.
From growth to backslide
Between 2009 and 2022, intermodal transport in Germany grew at about 4 % annually, with volumes rising from 80 million to almost 124 million tonnes — despite the challenges posed by the COVID‑19 crisis. The VDV notes that in 2023 the figure fell to 113 million tonnes. The association attributes this reversal to multiple factors, including a surplus of road freight capacity due to weakening economic activity and external pressures like U.S. customs policy.
Internally, the VDV points to structural and cost burdens affecting rail: delays stemming from infrastructure uncertainties, high route fees (Trassenpreise), and extra costs for rerouted services due to large construction projects have rendered rail less competitive. In the VDV’s view, these hurdles are strong enough to push freight traffic back onto roads.
Policy gaps and proposed remedies
The VDV criticizes the current federal coalition agreement for omitting any mention of intermodal transport, despite prior federal ministry analyses that identified support options. Among the immediate proposals is full exemption from the German truck toll (LKW-Maut) for pre‑ and post‑haulage in intermodal supply chains — a recommendation aligned with suggestions from the expert panel on climate‑friendly mobility and infrastructure (EKMI).
Longer‑term measures proposed include substantial modernization of the rail network to provide sufficient capacity and a clearer federal commitment to rail freight. The VDV frames itself as willing to invest further (in rolling stock, digitalisation, operational efficiency), but insists that these investments depend on favourable regulatory conditions.
A central demand is a reform of the route fee regime toward user‑friendly, marginal‑cost orientation. In the transitional period, the association calls for full compensation of increased rail route fees, mitigation of cancellation charges from 2026 onwards, compensation for costs incurred due to rerouted services during corridor maintenance, and relief of rail freight from energy taxes and levies. For intermodal transport specifically, the VDV urges simplified administrative procedures for terminal funding, legal anchoring of craneable semi-trailers, and a new incentive system to support modal shift.