## Company Profile Moor Transport AG — Swiss freight forwarder (website: moortrans.ch). Contact: Matthias Tschoep, Leitung Europa / Kontinent. Public profile and job title indicate the company focuses on continental (European) cross‑border road transport across Switzerland and neighbouring EU markets (transit, import/export legs). Typical services expected from this profile: European road haulage and continental network planning, cross‑border customs/transit handling, scheduling and day‑to‑day operational management for shippers moving goods across the Alps and within continental Europe. Likely an SME operator positioned to serve Swiss exporters/importers and continental shippers who need reliable road/continental distribution. ## Pain Points 1) Clients experiencing modal disruption: repeated rail infrastructure works and reliability problems force last‑minute switches to road; Moor’s customers require fast alternative sourcing and contingency planning (short‑term supplier/buyer discovery, rapid quotes) to keep supply chains running. 2) Cost transparency & regulatory change: LSVA III (digital tolling, increased enforcement from Jan 2026) makes transits through Switzerland more route‑and‑vehicle cost sensitive. Shippers need help modelling total landed cost and quickly finding alternative origins/destinations to preserve margins. 3) Predictability & documentation burden: driver shortages, spot‑rate volatility and documentation errors mean Moor’s customers increasingly demand pre‑qualified trading partners and faster onboarding to reduce exceptions and re‑routing; Moor lacks an integrated delivery channel for rapid exporter/importer sourcing and onboarding. ## Intel Summary === MULTI-DIMENSION RESEARCH === === 1. [MARKET EVENTS] – SWITZERLAND 2026 ALPINE TRANSIT RULES, LSVA/LKW-MAUT & CABOTAGE === **1.1. LSVA III – new Swiss heavy‑vehicle tolling system from 1 Jan 2026** - Switzerland’s performance‑related heavy vehicle charge (LSVA / HVC) applies to all goods vehicles >3.5 t, domestic and foreign, on the Swiss road network. It is distance‑, weight‑ and emissions‑based. ([bazg.admin.ch](https://www.bazg.admin.ch/bazg/en/home/informationen-firmen/verkehrsabgaben-und-strassenverkehrsrecht/schwerverkehrsabgaben-lsva-und-psva.html/1000?utm_source=openai)) - LSVA II (legacy, box‑based) was fully replaced by the new digital LSVA III system on **1 January 2026**. LSVA‑liable mileage has been recorded exclusively via LSVA III since that date. ([wbf.admin.ch](https://www.wbf.admin.ch/de/newnsb/nNfMSK0Tn9m6JMdbJHhOm?utm_source=openai)) - The transition period to retrofit vehicles and gantries ran until **31 December 2025**; from **2026** onwards, LSVA II devices are no longer valid. ([baumeister.swiss](https://baumeister.swiss/lsva-iii-anpassung-der-leistungsabhaengigen-schwerverkehrsabgabe-spaetestens-per-1-januar-2026/?utm_source=openai)) - New fixed LSVA III gantries started coming online from **April 2026** at multiple locations (e.g., Baar, Luzern, Dagmersellen), enhancing automated enforcement of HGV charges on transit corridors. ([wbf.admin.ch](https://www.wbf.admin.ch/de/newnsb/nNfMSK0Tn9m6JMdbJHhOm?utm_source=openai)) **Tariff / calculation aspects** - Official LSVA rate tables are set in federal ordinances; 2026 calculation continues the structure of charging per tk*km differentiated by gross weight and emission class, while shifting to telematics‑based tracking. Industry guidance for 2026 LSVA cost estimation for hauliers highlights: - Charge remains due for every km driven in Switzerland and Liechtenstein. - Euro emissions class and vehicle weight bands remain the primary tariff differentiators. - Digital data submission via approved EETS/OBU providers becomes standard. ([bazg.admin.ch](https://www.bazg.admin.ch/bazg/en/home/informationen-firmen/verkehrsabgaben-und-strassenverkehrsrecht/schwerverkehrsabgaben-lsva-und-psva.html/1000?utm_source=openai)) - Electric and hydrogen trucks: current LSVA policy still provides reductions/exemptions but is under revision. A May 2025 LSVA “Weiterentwicklung” package and subsequent parliamentary debates set a trajectory where BEV/FCEV LSVA discounts are gradually phased down after 2031, reaching 0 by **2036**. The National Council proposal foresees a **70% LSVA rebate for zero‑emission trucks in 2031**, decreasing annually to **10% in 2035** before full abolition. ([bazg.admin.ch](https://www.bazg.admin.ch/bazg/de/home/informationen-firmen/verkehrsabgaben-und-strassenverkehrsrecht/schwerverkehrsabgaben-lsva-und-psva/steckbrief_lsva_lll/faqlsvadrei.html?utm_source=openai)) **Implications for 2026 alpine road transit:** - Operationally, the major change in 2026 is **systemic and enforcement‑related**, not a one‑time jump in tariff levels: - Full digitalisation (LSVA III) means closer alignment with EU EETS truck tolling standards, simplifying cross‑border operations and likely improving collection accuracy and enforcement against under‑declaration. ([wbf.admin.ch](https://www.wbf.admin.ch/de/newnsb/nNfMSK0Tn9m6JMdbJHhOm?utm_source=openai)) - Shippers/hauliers transiting the Alps via Switzerland face **more precise cost attribution** by route and vehicle characteristics, which may sharpen lane‑level cost benchmarking versus Brenner, Mont‑Blanc or French/Italian routes. **1.2. Alpine modal shift / road vs rail in 2025–26** - Switzerland’s modal‑shift policy targets rail dominance in transalpine freight, but 2025 data show **continued erosion of rail share**: - Rail’s share of transalpine freight fell from **70.3% (2024)** to **68.6% (2025)**. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) - Total transalpine volumes (road + rail) declined **5.3% YoY** to **34.6 million tonnes** in 2025; heavy goods vehicle (HGV) crossings held roughly steady at **~959,700 trucks**. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) - Rail tonnage dropped more sharply: transalpine rail moved **23.7 Mt in 2025**, down **7.5%** vs 2024; unaccompanied combined transport volumes were down **4.7%** to **<17.7 Mt**. ([informare.it](https://www.informare.it/news/gennews/2026/20260351-trasporto-merci-transalpino-attraverso-Svizzera-Y-2025uk.asp?utm_source=openai)) - The Federal Office of Transport and industry players attribute the rail decline mainly to: - **Infrastructure works and outages** on north–south corridors (notably German connections to Switzerland), including a complete Rhine Valley closure in June 2025. ([railmarket.com](https://www.railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) - **Perceived deterioration in rail quality/reliability**, prompting shippers to “take the first possible opportunity” to switch to road. ([uirr.com](https://www.uirr.com/web-news/infrastructure-works-and-wagon-rules-harmed-swiss-rail-freight-2025?utm_source=openai)) **Take‑away for 2026:** Despite high LSVA road tolls, the **binding constraint in 2025–26 is reliability of rail**, not road cost. For shippers, that translates into more conservative use of transalpine intermodal and a willingness to pay LSVA‑inclusive road rates to secure service reliability. **1.3. Switzerland–EU land transport agreement & cabotage (2026 package)** - The core **Agreement on Land Transport** between Switzerland and the EU (part of the “Bilaterals I”) entered into force in 2002 and liberalised: - Cross‑border road and rail freight between Switzerland and EU Member States. - “Swiss home trade”: Swiss hauliers may carry freight between two EU Member States (e.g., Germany–France) under certain conditions. ([transport.ec.europa.eu](https://transport.ec.europa.eu/transport-modes/road/non-eu-countries_en?utm_source=openai)) - The agreement explicitly **excludes cabotage within either party’s territory**: - The official Swiss government site emphasises that cabotage (e.g., Paris–Nice by a Swiss trucks, or Bern–Zurich by an EU truck) **remains prohibited** and is the main exception to otherwise liberalised road market access. ([europa.eda.admin.ch](https://www.europa.eda.admin.ch/en/overland-transport?utm_source=openai)) - In **March 2026**, the EU and Switzerland signed a **modernised package (“Bilaterals III”)**, including updated land‑transport provisions: - Factsheets published **13 March 2026** confirm that the land‑transport agreement’s **scope is maintained**, with modernised institutional mechanisms but **no opening of domestic cabotage markets** for road freight. ([europa.eda.admin.ch](https://www.europa.eda.admin.ch/en/dispatch-swiss-eu-package?utm_source=openai)) - A French‑language industry report on the March 2, 2026 signing stresses that while **air transport** will see mutual cabotage rights for airlines, the road‑transport chapter **continues to forbid cabotage for trucks**; only bilateral and transit rights are granted, not domestic haulage within the other party. ([trackopedia.com](https://www.trackopedia.com/en/news/all-countries/eu-and-switzerland-sign-package-of-modernised-transport-agreements?utm_source=openai)) **Implications for EU and Swiss hauliers in 2026:** - **No change in road cabotage rules**: - EU carriers cannot perform Swiss domestic legs (e.g., Basel–Zurich) beyond what is already allowed under specific bilateral quota‑type arrangements (which do not equal free cabotage). - Swiss carriers remain excluded from domestic haulage inside individual EU Member States (e.g., Hamburg–Munich), though “Swiss home trade” between two EU countries is preserved. ([europa.eda.admin.ch](https://www.europa.eda.admin.ch/en/overland-transport?utm_source=openai)) - For shippers, this preserves the current structure of **market segmentation**, limiting consolidation/optimization of truck flows within Switzerland by foreign carriers and vice‑versa, and supporting the Swiss policy objective of controlling road capacity and environmental impacts. **1.4. Other 2026 developments relevant to Alpine/Swiss road freight** - **LSVA for Liechtenstein‑related traffic**: In March 2026, the Federal Council approved a new calculation of Liechtenstein’s share of LSVA revenue for 2026–2030, reflecting cross‑border vehicle use. This doesn’t alter carrier‑facing tariffs but fine‑tunes revenue allocation. ([admin.ch](https://www.admin.ch/de/newnsb/q893e1pb2omjC0B5ISFxq?utm_source=openai)) - **Common Transit Procedure (CTP)**: Switzerland continues to participate in the pan‑European CTP for customs transit movements by road and rail; updated guidance and a 2025 factsheet for railway undertakings suggest continued simplification of customs transit formalities up to and through 2026, which supports intermodal and road–rail flows across the border. ([bazg.admin.ch](https://www.bazg.admin.ch/en/common-transit-procedure-ctp?utm_source=openai)) **Section 1 sources:** ([bazg.admin.ch](https://www.bazg.admin.ch/bazg/en/home/informationen-firmen/verkehrsabgaben-und-strassenverkehrsrecht/schwerverkehrsabgaben-lsva-und-psva.html/1000?utm_source=openai)) === 2. [DEMAND SIGNALS] – SHIPPERS IN SWITZERLAND & CONTINENTAL EUROPE, 2026 DEMAND FOR INTERMODAL/RAIL & NEARSHORING EFFECTS === **2.1. Recent volumes and directional signals for Swiss/European intermodal & rail** - **Hupac (Swiss intermodal leader)**: - Handled **~975,000 road consignments** in combined road/rail in **2025**, up **4.3% YoY**. ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) - Management notes that part of this growth is due to **traffic acquired on the Belgium–Italy axis**, meaning that underlying **transalpine demand via Switzerland would otherwise have fallen for a second consecutive year**. ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) - Hupac warns that **continuing infrastructure works** and limited capacity on key north–south lines threaten future growth, and calls for better coordination and investment on European corridors. ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) - Switzerland’s 2025 modal‑shift report (BAV/BLS Cargo summaries): - Shows **absolute declines in rail traffic volume** and **loss of rail market share to road** for transalpine traffic in both 2024 and 2025. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) - Industry commentary describes the situation as a sign that Switzerland needs a “**modal shift policy 2.0**” to re‑stabilise rail’s competitive position, including stronger CO₂ pricing of road, better international coordination, and support for rail operators. ([cargobls.ch](https://www.cargobls.ch/en/news/switzerland-needs-modal-shift-policy-20?utm_source=openai)) **Interpretation for 2026 demand:** - **Short‑term (2025–26)**: Evidence points to **latent demand for rail/intermodal**, but actual take‑up is capped by infrastructure reliability. Shippers remain interested in intermodal (Hupac’s overall growth, Belgium–Italy lanes), but are actively diverting away from unreliable Swiss/German rail sections, often back to road. - **Medium‑term**: Pressures from LSVA, emissions targets and congestion suggest **structural demand** for rail alternatives will persist; real growth depends on improvement of corridor reliability and capacity post‑works. **2.2. Nearshoring / reshoring and road volumes** There is no single Switzerland‑specific nearshoring study for 2026 yet, but broader European freight and manufacturing reporting offers several signals: - **European production re‑orientation**: - 2025–26 logistics commentary and rate‑benchmark analysis describe **ongoing regionalisation of supply chains within Europe**, with more manufacturing and inventory holding moving closer to end markets (Central/Eastern Europe, near‑EU such as Turkey, North Africa). This tends to: - Shorten average freight distances. - Increase the **frequency of intra‑European road moves** and feeder legs to rail terminals. ([upply.com](https://www.upply.com/hubfs/Webinar%20Ti%20x%20IRU%20x%20Upply/2025/Q2%202025/PR%20EN-q2-2025-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - **Effect on road volumes and mode mix**: - The Q4‑2025 European Road Freight Rate Benchmark (Ti/Upply/IRU), published Feb 2026, notes that despite sluggish macro demand, road freight demand patterns are being reshaped by: - Ongoing e‑commerce and retail reconfiguration. - Nearshoring that **keeps volumes within Europe instead of deep‑sea lanes**, supporting **road and short‑haul intermodal demand** even when long‑haul deep‑sea volumes are soft. ([ti-insight.com](https://ti-insight.com/wp-content/uploads/2026/02/Q4-2025-European-Road-Freight-Rate-Benchmark-Report-Ti-Upply-IRU.pdf?utm_source=openai)) - Intermodal operators like Hupac are leveraging this by developing more **north–south and east–west continental corridors** (e.g., Belgium–Italy), capturing flows that used to route via different sea or land paths. ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) **For Switzerland specifically:** - Switzerland sits on the **north–south axis** linking the industrial heartlands of Germany/Benelux with Italy. Nearshoring of production into CEE and southern Europe slightly **rebalances origin–destination pairs**, but: - Keeps Swiss transalpine routes strategically important for Italy–Germany/Benelux trade. - May **intensify demand for flexible modal options** (road+rail) as shippers redesign networks with more DCs and regional plants. - However, 2025–26 data show that reliability concerns mean **more of this demand is flowing by road than policymakers intended**, muting intermodal’s growth despite structural tailwinds. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) **2.3. Shipper sentiment on rail and intermodal in 2025–26** - While quantitative survey data specific to Switzerland is limited, sector commentary indicates: - Shippers are **frustrated with repeated rail disruptions** (Rhine Valley closure, wagon safety rules), which created reroutings, last‑minute truck substitutions and higher costs in 2025. ([uirr.com](https://www.uirr.com/web-news/infrastructure-works-and-wagon-rules-harmed-swiss-rail-freight-2025?utm_source=openai)) - Many took the first opportunity to revert to road to regain predictability, implying that **willingness to pay for reliable rail is high**, but tolerance for disruptions is low. ([uirr.com](https://www.uirr.com/web-news/infrastructure-works-and-wagon-rules-harmed-swiss-rail-freight-2025?utm_source=openai)) **Demand‑signal summary for 2026:** - **Intermodal/rail demand**: structurally positive due to cost, environmental and LSVA pressures, but **constrained by rail performance**. 2025 data show: - +4.3% YoY consignment growth for a leading Swiss intermodal operator (Hupac), yet - −7.5% rail tonnage and −1.7 percentage‑point drop in rail share in the transalpine market overall. ([railmarket.com](https://www.railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) - **Road demand**: benefitting from both modal reversion (from rail) and nearshoring‑driven intra‑European freight, even in a relatively soft macro climate. **Section 2 sources:** ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) === 3. [PROBLEM FRAMING] – EUROPEAN ROAD FREIGHT 2026: DRIVER SHORTAGE, SPOT RATES, CAPACITY VOLATILITY, DELIVERY PREDICTABILITY & SHIPPER PAIN POINTS === **3.1. Driver shortage in Europe (status entering 2026)** - IRU’s **Global Truck Driver Shortage Report 2024/25** (Europe section, referenced in 2025–26 rate and cost studies) shows: - **Europe had hundreds of thousands of unfilled truck‑driver positions in 2024**, with severe age imbalances (large share over 55, very low share under 25). ([iru.org](https://www.iru.org/news-resources/newsroom/widening-age-chasm-compounds-truck-driver-shortage-crisis-new-iru-report?utm_source=openai)) - In some EU markets, vacancy rates exceeded **7–10% of total driver positions**, with the shortage expected to worsen by 2028 without policy action. ([iru.org](https://www.iru.org/news-resources/newsroom/widening-age-chasm-compounds-truck-driver-shortage-crisis-new-iru-report?utm_source=openai)) - The Q4‑2025 European Road Freight Rate Benchmark (Ti/Upply/IRU, Feb 2026) cites preliminary 2025 IRU results indicating that **driver shortages remain structurally entrenched**, even though softer freight demand has temporarily eased acute capacity tightness. ([ti-insight.com](https://ti-insight.com/wp-content/uploads/2026/02/Q4-2025-European-Road-Freight-Rate-Benchmark-Report-Ti-Upply-IRU.pdf?utm_source=openai)) - In parallel, the European Commission has **commissioned an IRU‑led study on third‑country drivers** (published late 2025/early 2026) to quantify administrative/legal barriers to recruiting non‑EU drivers, confirming Brussels sees driver availability as a strategic constraint on the road‑freight system. ([transport.ec.europa.eu](https://transport.ec.europa.eu/transport-modes/road/non-eu-countries_en?utm_source=openai)) **Implications for 2026:** - Even with a relatively soft macro environment, the **underlying human‑capital bottleneck persists**, limiting how quickly capacity can expand when demand rebounds and feeding into spot‑rate volatility. **3.2. Spot‑rate and capacity volatility entering 2026** - The Q4‑2025 European Road Freight Rate Benchmark (published Feb 2026) reports: - Ongoing **rate pressure from weak underlying freight demand**, but with **increasing dispersion between lanes** due to geopolitical events (Red Sea/Suez disruptions, fuel price spikes) and regional capacity imbalances. ([ti-insight.com](https://ti-insight.com/wp-content/uploads/2026/02/Q4-2025-European-Road-Freight-Rate-Benchmark-Report-Ti-Upply-IRU.pdf?utm_source=openai)) - Broader 2026 freight‑market commentary characterises the market as “controlled chaos”: - A January 2026 industry discussion notes that **spot rates remain unpredictable**, with carriers and brokers struggling to manage risk as geopolitical shocks (Red Sea), fuel volatility and policy changes ripple through capacity and cost structures. ([reddit.com](https://www.reddit.com/r/logistics/comments/1q77cjx/is_anyone_else_feeling_like_logistics_in_2026_is/?utm_source=openai)) - US‑centric analyses (for context) describe 2025 bankruptcies creating a “ghost fleet” of small carriers; while this is US‑specific, the pattern – **capacity exits followed by localised tightness and rate spikes once demand stabilises** – has analogues in parts of the European market. ([reddit.com](https://www.reddit.com/r/AutoHaul/comments/1rk45cd/the_ghost_fleet_of_2026_why_your_car_shipping/?utm_source=openai)) For European shippers in 2026, this translates into: - **Higher planning risk** on lanes exposed to geopolitical deviations (e.g., Asia–EU ocean detours changing hinterland flows). - **Lane‑specific rate volatility** even when overall indices look stable. **3.3. Delivery predictability and service quality** Feedback from 2025–26 logistics and shipper communities highlights: - **Reliability dispersion rather than absolute capacity shortage**: - EU e‑commerce shippers report that across many EU lanes, **delivery reliability has worsened and become more variable over the last 18–24 months**, largely due to fragmented last‑mile networks and heavy use of subcontractors. They emphasise **scan gaps (no tracking updates for 48+ hours)** and missed windows as main pain points. ([reddit.com](https://www.reddit.com/r/ecommerce/comments/1rddrzk/eu_ecom_owners_are_delivery_services_getting/?utm_source=openai)) - Shippers frequently cite **carrier no‑shows and inconsistent capacity** as major operational headaches, even when they technically have contracted capacity “on paper.” Day‑of‑dispatch failures drive expensive fire‑fighting and re‑planning. ([reddit.com](https://www.reddit.com/r/logistics/comments/1sf22n9/fellow_shippers/?utm_source=openai)) - **Documentation and process errors**: - Practitioners point out that **documentation mistakes** (incorrect customs/commercial docs, dangerous‑goods errors) remain a pervasive source of delays and extra costs in European logistics despite widespread TMS availability, contributing to missed delivery slots and demurrage. ([reddit.com](https://www.reddit.com/r/logistics/comments/1o5k8se/why_do_so_many_logistics_companies_still_struggle/?utm_source=openai)) Overall, shippers in 2026 increasingly frame the problem as one of **predictability and quality of execution**, not just rates. **3.4. Shippers’ top logistics pain points in 2026 (Europe‑relevant themes)** From recent surveys, benchmarks, and practitioner discussions (late 2025–Q1 2026), the main recurring pain points can be grouped as: 1. **Capacity & driver‑related constraints** - Persistent **driver shortage** and ageing workforce, with uncertainty around immigration and qualification rules for third‑country drivers. ([iru.org](https://www.iru.org/news-resources/newsroom/widening-age-chasm-compounds-truck-driver-shortage-crisis-new-iru-report?utm_source=openai)) - Localised capacity crunches despite overall soft demand, especially on certain cross‑border and time‑critical lanes, leading to **sudden spot‑rate spikes**. 2. **Rate and cost volatility** - **Fuel price swings** linked to geopolitical events (e.g., Middle East tensions) feed quickly into diesel surcharges and spot‑rate volatility. ([upply.com](https://www.upply.com/hubfs/Webinar%20Ti%20x%20IRU%20x%20Upply/2025/Q2%202025/PR%20EN-q2-2025-ti-upply-iru-european-road-freight-rates-benchmark.pdf?utm_source=openai)) - Shippers complain that budgeting is complicated by **rapid, lane‑specific rate changes**, and that transport can swing from under‑ to over‑budget within a quarter. 3. **Service reliability and visibility** - **Unreliable pick‑ups and delivery windows**, including last‑minute carrier no‑shows and wide delivery windows (“by end of day”) that don’t meet end‑customer expectations. ([reddit.com](https://www.reddit.com/r/ecommerce/comments/1rddrzk/eu_ecom_owners_are_delivery_services_getting/?utm_source=openai)) - **Visibility gaps** (scan gaps, lack of ETA accuracy) causing escalated customer‑service workloads and making it difficult to proactively manage exceptions. ([reddit.com](https://www.reddit.com/r/ecommerce/comments/1rddrzk/eu_ecom_owners_are_delivery_services_getting/?utm_source=openai)) 4. **Network & modal risk (especially relevant around Switzerland)**n - **Rail infrastructure unreliability** on key north–south corridors (Rhine Valley, German access to Swiss tunnels), undermining confidence in intermodal solutions and forcing last‑minute switches to road. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) - For shippers using Swiss alpine crossings, this raises the stakes on lane design and contingency planning: they must weigh **higher, more transparent road costs (LSVA)** against **rail’s current reliability risk**. 5. **Planning, forecasting, and risk management** - Thought‑leadership and practitioner commentary in 2026 argue that many companies still struggle with: - **Over‑reliance on single sourcing and static forecasts**. - Under‑investment in **scenario/risk‑based transport planning**. - Failing to integrate **total landed cost and risk** (including delays and reroutings) into supplier and carrier selection. ([reddit.com](https://www.reddit.com/r/SupplyChainLogistics/comments/1ruop2n/the_3_biggest_supply_chain_mistakes_companies_are/?utm_source=openai)) **Quantitative anchor points for 2026 framing:** - **Driver shortage**: hundreds of thousands of unfilled positions in Europe in 2024, with shortages forecast to worsen absent policy change; vacancy rates above 7–10% in some markets. ([iru.org](https://www.iru.org/news-resources/newsroom/widening-age-chasm-compounds-truck-driver-shortage-crisis-new-iru-report?utm_source=openai)) - **Rail share in Swiss alpine freight**: rail’s share down to **68.6%** in 2025; rail tonnage −7.5% YoY; HGV crossings ~959,700. ([railmarket.com](https://railmarket.com/news/freight-rail/52967-bastion-of-rail-freight-feels-the-impact-too-rail-share-of-swiss-alpine-freight-falls-under-70?utm_source=openai)) - **Intermodal volumes**: leading operator Hupac at **975,000 consignments (+4.3% YoY)** in 2025, but underlying Switzerland‑transalpine RC demand flat‑to‑negative. ([railmarket.com](https://railmarket.com/news/freight-rail/52846-hupac-warns-over-rail-works-after-2025-growth?utm_source=openai)) These numbers put concrete bounds on the qualitative narrative: **Europe’s road‑freight system in 2026 is not volume‑constrained overall, but structurally constrained by human capital (drivers) and by corridor reliability, with shippers’ main issues being volatility and predictability rather than pure capacity access.** **Section 3 sources:** ([spotinc.com](https://spotinc.com/wp-content/uploads/2026/01/Logistics-Market-Update-Jan2026_Spot.pdf?utm_source=openai))