Routing: Stockholm/Oslo/Trelleborg-Malmö-Copenhagen-Hamburg-Innsbruck- Verona-La Spezia /Livorno Ancona /Taranto /Augusta / Palermo

Members: BaneNOR (Norway); Trafikverket (Sweden); Øresundsbro Konsortiet (Sweden-Denmark); Banedanmark (Denmark); DB Netz (Germany); ÖBB Infrastruktur (Austria); RFI (Italy)

Legal Form: International Association under Austrian law

Registered office: Vienna (Austria)

One Stop Shop: Frankfurt (Germany)

Does not have a permanent office


The Scandinavian-Mediterranean Corridor is a crucial axis for the European economy. The Corridor runs between Norway and Sweden in the north and reaches Italy in the south, passing through Denmark, Germany and Austria. The total area of the countries concerned is about 1.6 million square kilometres, corresponding to around 40% of the total (EU).

The overall length of the corridor is 7,527 kilometres. Considering that, as of 1 January 2022, the EU population (+ Norway) counted 452.4 million people and in 2021, the European GDP (including Norway) stood at approximately 15 trillion euro (source: Eurostat 2022), ScanMed RFC countries account for 38.2% of the EU population (+ Norway) and produce 47.4% of the European GDP (including Norway).

Factoring in the geography of the trade relations between the countries involved, the Corridor can be divided into two macro-sections: the Northern Corridor connecting the Scandinavian countries with Germany and the main markets in Central Europe, and the Southern Corridor connecting Germany to Italy via the Brenner Pass. The most important infrastructure projects are the Brenner Base Tunnel and the Fehmarn Belt Fixed Link (underwater tunnel) between Denmark and Germany.


According to ScanMed RFC data (2015 market study and ScanMed & CNC 2018 Work Plan), the total volumes of freight transported along the corridor amounts to approximately 70 million tonnes, with an estimated growth of 25% over 10 years. Italy accounts for 23%, second only to Germany (48%) followed by Austria (18%).

The volumes of freight transported through the Brenner Pass along the Scandinavian-Mediterranean Corridor are (Alpinfo 2019-2020):




Brenner Pass Total Freight Volume - Thousands of Tons



Brenner Pass Rail Freight Volume - Thousands of Tons



Brenner Pass modal share - Percentage



The constant attention given to the market requires more extensive involvement of end logistics chain clients. For the Scandinavian-Mediterranean Freight Corridor, this includes simplifying access to the network and the services offered to transport companies and carriers, to make using rail increasingly easy and convenient. In this respect, the Terminal Integrated Capacity Offer (TICO) is an important product, having grown from a pilot project into an integral part of the commercial offer of the Corridor, involving an increasing number of terminals. The Integrated Commercial Offer is currently being refined in view of the feedback from railway companies.

In 2020, the second phase of the preliminary “Longer and Heavy Trains” study shall be completed, with the aim of estimating the capacity offer to be allocated to the circulation of longer and heavier trains than the current set-up and across various periods of time, taking into account market developments and the infrastructure investments currently planned.

A new market study on modal transport costs was completed in 2020, providing an analysis of the costs of rail and intermodal transport along specific traffic routes in order to identify key learnings for the further development of the commercial offer and an improvement of market knowledge to facilitate the acquisition of new customers.

The Scandinavian-Mediterranean Corridor was the first European freight corridor to apply on a real-case basis the International Contingency Management (ICM), being the international emergency management process shared by all European infrastructure managers in the event of unplanned disruptions to international rail traffic. The procedure has been applied to a real case for managing rail traffic interruption which took place on the Italian network along the Brenner adduction line in December 2020. Under such circumstance, the Scandinavian-Mediterranean Corridor organised the ICM meetings with the Infrastructure Managers and the Corridors involved (RFI, ÖBB-I, DB Netz, SBB-I, Baltic-Adriatic Freight Corridor and Rhine-Alpine Freight Corridor), working together to jointly identify the best options for re-routing the traffic affected by the disruption and to agree on a harmonised communication strategy towards railway companies.

In order to improve the competitiveness and attractiveness of international freight transport on the Munich-Verona line, a Task Force coordinated by RFI, ÖBB-I and DB Netz was set up at the beginning of 2020 under the aegis of the Scandinavian-Mediterranean Corridor to improve traffic management and optimise capacity management.

The Task Force initiated and completed the assessment of the European agreements (bilateral and trilateral) currently in force between the three managers in terms of scheduling and traffic management and identified actions to rapidly update and extend them, which were then tested as part of the pilot project in 2021. In parallel to conducting the pilot phase, the Task Force envisaged the involvement of railway companies for the subsequent identification and implementation of actions under their direct responsibility.

The Munich-Verona line is a key link in the Scandinavian-Mediterranean Corridor, of which the future Brenner Base Tunnel – set to become operational in 2026 – shall be strategic infrastructure of primary importance for the efficiency of international freight transport. Building on the positive results achieved in the pilot project, the Brenner Axis Task Force is developing actions applied to the southern section of the Corridor which – starting with the definition of a new optimised short-term planning procedure and the introduction of a new communication flow between the control rooms – have led to the implementation on a permanent basis of a structured system of periodic monitoring of performance.

Such operations were carried out in a manner complementary to the activities of the Brenner Corridor Platform (BCP), an international organisation involving experts aimed at elaborating proposals concerning infrastructure improvement, train path management, terminal handling, interoperability issues, logistics and environmental impact, timed for after the opening of the Brenner Base Tunnel. This initiative represents, as also recognised by the European Commission, a reference and best practice for other freight corridors, key relationships and the European rail network in general.

Indeed, experience has recommended the adoption of a similar model for the Fehmarn Belt Fixed Link, which is expected to become operational throughout 2028. In this regard, it should be noted that in September 2022, an initial meeting of the Fehmern Belt Forum was held, as a new platform that brings together all parties involved in the optimal management of the planned work on this infrastructure project, namely: the transport ministries of Germany, Denmark, Sweden, and Norway; the railway companies DB Netz, BaneDanmark, Trafikverket, and BaneNor; the company in charge of constructing the work – the Femern Belt AS; the Øresund Bridge consortium; ScanMed CNC and ScanMed RFC; ports, terminals and all other interested stakeholders. Scheduled for January 2023, the next meeting will define the organisation of the Forum, which will be modelled on the BCP.

A new transport study on the entire corridor will be developed during 2023–2024, also in preparation for the general European transport study to be carried out in 2025. This study will have to take into account the negative impact on traffic forecasts resulting from the COVID-19 health emergency and include, amongst other aspects, an analysis that covers the evolution of rail and road freight traffic originating from Italian ports through European passes, with particular reference to the Brenner Pass.