Interview Ben Beirnaert

THE COMPANY   > Combinant is the largest open-access intermodal terminal in the Port of Antwerp-Bruges – Founded to tackle BASF’s sustainability and congestion issues and located near its main site – Shareholders: BASF (45%), intermodal operator Hupac (35%), and logistics service provider Heuer (20%) – Partners represent the core players in intermodal transport – Operational since 2010, handling about 130,000 units annually – Despite its success, rail transport remains challenging

INFRASTRUCTURE   > Terminal with German layout having trains and trucks handled underneath gantry cranes – 3 gantry cranes span five 620 m rail tracks, 6 stacking lanes, and truck lanes – Adjacent land is operated by reach stackers for container storage and truck handling – Additional track to accommodate future trains longer than 650 m – Longer trains remain restricted in Germany, though many services transit the country – Extra track also serves BASF’s Big Tank Containers (BTC) with separate tanks and wagons for space efficiency – BASF benefits from a private terminal access, allowing higher payloads on internal transport – Workforce of 25 port laborers and 12 office staff, supported by advanced IT systems – Crane automation is currently limited to remote control, as swap bodies and trailers lack standardization – Fully automated cranes for continental flows are expected to take at least five years to implement

INTERMODAL CHAIN   > Customers of Combinant are exclusively intermodal operators – Terminal handles train–truck cargo exchange – Intermodal operators provide locomotives and wagons for train connections between terminals – Intermodal operators sell train capacity to logistics service providers (LSPs) – LSPs organize the transport for shippers, the end customers – Most shippers using the terminal are located within a radius of 100 km – Many chemical companies rely on rail for hazardous goods transport – Strong interconnectivity between rail terminals ensures wide destination coverage – Fixed train schedules enable efficient pre- and post-transport planning

RAILFREIGHT   > Maritime flows are organized by shippers and are more standardized – Despite its port location, Combinant handles only 15–20% maritime volumes – Continental flows use less standardized units such as tank containers, swap bodies, and trailers – As an open-access terminal, hardly 20% of Combinant’s volume is linked to BASF – About 30% of the €30 million investment was subsidized by regional and EU funds – In Germany, subsidies cover up to 80%, leading to significantly lower operating costs – Europe should harmonize subsidies to strengthen the competitiveness of rail transport – Rail transport must become easier to use for shippers and operators – Better communication and data standards are needed across intermodal networks – Harmonized rail legislation is essential to ensure cross-border interoperability

SERVICES   > Combinant operates exclusively block trains with fixed schedules – Single-wagon handling is complex and inefficient for intermodal operations – Services include storage, maintenance, and value-added logistics such as inspections and liner bag replacement – The terminal does not provide first or last mile transport – LSPs with sufficient volumes can offer synchromodal solutions to their shippers – LSPs should support their customers by selecting the most suitable transport mode – Small road hauliers, often with low margins, still compete with rail on price

BARRIERS   > Railroad works are not synchronized in Europe leading to train cancellations – Need for a European single rail infrastructure network instead of 9 TEN-T corridors separately managed – Current TEN-T setup doesn’t include and involve intermodal operators, operators of block trains – Certified train drivers are in high demand by traction operators, deepening the shortage – Technology for autonomous train driving is held back by legislation and job protection – Without a level playing field in Europe, rail continues to compete with cheap road transport – ETS-2 will apply a carbon tax to road transport from 2027, potentially benefiting rail – Train is profitable when the fillrate in both direction is at least 85% – Continental flows fill trains both ways more easily than maritime flows – Combining maritime and continental flows on the same train should improve efficiency – Port of Antwerp could enhance maritime–continental flow combinations via an inter-terminal circle line – Need for better (ICT)-communication among the actors

CRISES   > Ukraine war caused surging energy costs, severely impacting rail transport volumes – Combinant was forced to introduce an energy surcharge for its users – Rail transport typically shows a slow recovery after volume declines – There are no clear signs of reshoring towards Eastern Europe – Tariffs may indirectly affect rail volumes as transport costs come under pressure – Companies in the rail sector must continue improving efficiency – The chemical industry, hit hard by high energy prices, is reducing transport spending – Transport cost reductions can help balance rising energy costs for chemical companies

PERFORMANCE   > Truck and train dwell times are key performance indicators – Target truck turnaround: 45 minutes – Train punctuality: 45% arrive on time, 75% depart on time – Terminals must maximally absorb arrival disruptions to ensure timely departures – Crane productivity is another vital operational KPI – Combinant still has around 50% growth capacity – Storage space for waiting units is the main bottleneck of the terminal – Limited free time ensures units don’t stay over 2–3 days on site – Train cancellations and delays reduce reliability and discourage rail use – Terminal flexibility drives supply chain reliability – More business intelligence will enhance data-driven decision-making – More shared digital platforms are needed for data exchange among actors.

DRIVERS OF CHANGE   > Quick wins include better communication among actors and the use of e-CMR – TEN-T corridors should evolve into a single, integrated European rail network – Overregulation, bureaucracy, and unnecessary costs such as DAC should be avoided – Rail Net Europe (RNE) offers train visibility data, but coverage remains incomplete – Data sharing faces mental barriers, often linked to accountability concerns of some actors – Country infrastructure managers are not really interested in cargo train data, as it represents only 5% of their revenue

THE FUTURE   > Autonomous train driving should become possible and can even be supported by the current ETCS safety system – Today, sustainability is no longer the main driver for rail as transport costs are regaining priority – By 2050, intermodal transport and terminals could be fully automated, but decisions are needed now – Although rail is not a political priority, it remains a reliable and full-fledged transport mode – All actors in the rail ecosystem must learn to listen and collaborate more effectively