Routing: Almería-Valencia/Algeciras/Madrid-Zaragoza/Barcelona-Marseille-Lyon-Turin-Milan-Verona -Padua/Venice-Trieste/Capodistria-Ljubljana-Budapest Ljubljana/Fiume -Zagabria-Budapest-Zahony (Hungarian-Ukranian border);

Members: ADIF (Spain), Línea Figueras Perpignan (Spain-France), SNCF Réseau (France), Oc’Via (France), RFI (Italy), SŽ - Infrastruktura (Slovenia), MÁV (Hungary); VPE (Hungary), e HŽ Infrastruktura (Croatia).

Legal Form: European Economic Interest Grouping

Registered Office, Permanent Office and One Stop Shop: Milan.

Website: https://www.railfreightcorridor6.eu

The Mediterranean Corridor is the most important east-west freight route in Europe, spanning more than 7,779 km from Spain to the edge of the European Union, linking the Mediterranean Basin with Central Europe and the Ukraine, one of the main points of access to the Silk Road Belt.

For this reason, the Mediterranean Corridor has great potential for acquiring a significant share of the Europe-Asia traffic flows currently carried by ship, with the significant potential impact of increasing the share of European rail transport and a consequent reduction in environmental externalities (reduction of gaseous emissions and reduction in road congestion).

In its route from East to West, the Mediterranean Corridor is interconnected with another 7 Rail Freight Corridors and crosses 3 of the 4 main manufacturing areas in Europe: Catalonia, Auvergne-Rhone-Alpes and Piedmont-Lombardy. The countries through which the Mediterranean Corridor passes have a GDP of approximately 5,700 billion euros (source: Eurostat 2019), with a population of approximately 190 million people. The Corridor connects over 100 intermodal terminals, 5 of the main Maritime Ports in the Mediterranean and 2 important river ports (Lyon and Budapest)

For Italy, the Mediterranean Corridor is an important logistics link to France to the west and to Slovenia to the east, crossing some of the most economically advanced Italian regions, including the ports of Venice and Trieste.

With regard to exchanges between Italy and France, the volumes of freight transported across the Frejus pass are shown in the table below (2018-2019 Alpinfo data):

 

 2018

2019

Modane Pass Total Freight Volume - Thousands of Tons

14,452.5

14,462.00

Modane Pass Rail Freight Volume - Thousands of Tons

2,635.1

2,863.70

Modane Pass modal share - Percentage

18.2%

19.8%

These figures shown a high intensity of freight transport, albeit not comparable to the Swiss and Austrian passes, with wide growth margins for the railway sector in light of the increasingly pressing need to eliminate road congestion, especially when it comes to exchanges between France and Italy.

The Mediterranean Freight Corridor was set up in 2013 in line with all the deadlines indicated in regulation 2010/913.
Since it was established through to today, the Mediterranean Corridor has seen a constant increase in the ratio between requested railway capacity and that offered (from approximately 20% to approximately 45%). Furthermore, the ratio between the railway capacity offered by the corridor and the total scheduled international capacity offered has also gradually been growing, a sign of the corridor's ever-important role in terms of standardised international capacity offered by its one stop shop.

TT = timetable; LTL = late path request. TT2015 22%; TT 2016 25%; TT 2017 27%; TT 2018 33%; TT 2019 30% and 34% after LPR; TT 2020 24%

Over the years, the Mediterranean Corridor has contributed considerably to improving international cooperation between its Infrastructure Managers and the Capacity Allocation Bodies, culminating in the important Conference held in Zagabria in 2017. During the conference, the respective Managing Directors signed a Letter of Intent (available on the corridor's website) outlining a series of specific measures aimed at strengthening the development of international freight transport.

In 2013, the Corridor conducted a market analysis, updated in 2016 following the inclusion of Croatia, containing a series of modal shift projections (with medium and long-term timelines) on the basis of certain parameters determining the choice of method of transport (e.g. cost of rail and road transport).

In 2017, the Corridor also completed a study on the last rail mile, aimed at identifying the main infrastructure measures needed to boost the performance of the logistics chain with regard to connections between infrastructure manager and terminals.

Since 2019, the Work Group on Train Performance Management (TPM) has met with the Railway Undertakings operating along the Corridor twice a year, with the aim of:

  • better understanding developments in the rail transport market and its needs,
  • identifying shortcomings and the possible corrective action,
  • carrying out joint analyses of the main problems in the railway sector along the Corridor, particularly with regard to cross-border transits.

Furthermore, to improve the significant flows of cereals transported by rail between Hungary and Italy, in 2019 a first quadrilateral meeting was organised with all the key players involved together with the Hungarian Cereal Association. The main initiative arising from the meeting was the Cereals Project, whose aim is to identify the appropriate action to streamline processes and improve transport quality, including by implementing a dedicated Information System allowing for improved real-time sharing of information on the planning and execution of this type of transport.

The Mediterranean Corridor has launched and is continuing a project under the name Boost on rail in collaboration with Federchimica, with the following aims:

  • Identifying, by means of a survey, the needs of end users in the logistics chain, particularly with regard to those operating in the chemical sector.
  • Increasing the modal share of rail transport starting with the chemical sector, with a view to extending it to other sectors.

 

Graph of the incidence of the different modes of transport for RFC on the total sample of the relations indicated

In 2020, the Mediterranean Corridor will also carry out a Pilot Project on the implementation of an end-to-end international rail transport control and monitoring function.

The main aims of the project are the following:

  • Proactive involvement of all players in the Railway Supply Chain (Infrastructure Managers, Railway Undertakings, Intermodal Terminals and Industrial Junctions) together with other important stakeholders (RNE, Industrial Associations and End Users) in monitoring trains from origin to destination;
  • Improvement in the quality of European rail travel data, extending to cover arrival and departure terminal activities.
  • Regular production of Punctuality Reports for the flows monitored, shared with all those involved, with the aim of identifying improvement measures and establishing punctuality targets able to increase the amount transported.