Currently, infrastructure quality and capacity will more than ever determine the potential of growth in volumes and scope of rail freight. While the main corridors in the European Union are attracting the main attention, independent infrastructures, as well as infrastructure sidings and end points (last mile) tend to be forgotten.
However, at the source, for example via existing sidings, they contribute a great deal to trigger modal shift, en route, i.e. via independent infrastructures, they ensure connectivity between the mainline corridors and at the end, via last miles, they determine very much the competitiveness of rail traction services vs road. Consequently, sidings, independent infrastructures and last miles are important business vectors for ports, forwarders, rail freight operators, infrastructure managers, wagon keepers and last but not least, customers. They also provide for additional safety, reliability and independence regarding transport planning and they are a clear asset for the environment as they help reduce the number of lorries in traffic.
There are technical, commercial and economic reasons for some rail related services to be considered essential. For instance, without traction current, an operator cannot technically run an electric train, cannot provide services to customers and therefore cannot generate revenue. Consequently railway undertakings can operate in the market only if they have both access to and use of essential rail related services. Another example, say experts from the European Rail Infrastructure Managers Association (EIM), is first and last miles, more precisely, the availability of and non-discriminatory access to last mile infrastructure is vital for the competitiveness of rail freight. In particular, single wagonload traffic (which accounts for 40%-50% of EU rail freight) can hardly be realised without direct access to sidings.
“Consequently, potential issues concerning the direct access to sidings and last miles can include restricted use, unfair prices (excessive prices for the connection of parking spaces built by the new entrants) and lack of information on availability. Moreover, adequate quality of the service should be ensured, as first and last miles tend to be neglected if not used by incumbent railway anymore”, the EIM representatives said.
Legislative support is not enough!
On the other hand, specialists from the International Union of Railways (UIC) believe that the availability of private sidings has a direct impact on freight traffic volumes transported by rail. In the past the number of private sidings has decreased in nearly all European rail networks. This process depends mainly on the financial framework for private sidings with regard to internal provisions of infrastructure managers on the one hand and the availability of national and international funding programs on the other hand.
Railway operators have expressed their discontent on the fact that the European forums and rail decision-making institutions don’t approach the problems faced by sidings and last miles.
In a paper published in April 2010, EIM provides six main recommendations in order to solve the problems of distortion of competition in the field of rail related services such as access to last mile and sidings, but also traction current supply, fuelling, marshalling yards, terminals etc.
These recommendations include demonstrated independence of infrastructure managers and other providers of essential rail related services from incumbent railway undertakings, as well as the existence of a competent independent regulatory body that guarantees non-discriminatory provision of rail related services and which has adequate staff. A workable definition in EU law of viable alternative and essential rail related services is also necessary. More information in Network Statements or on websites subject to a requirement for rail related services providers to supply information to infrastructure managers is also a must. Last but not least, infrastructure managers need subsidies to cover the extra costs incurred with the proposed measures and of course, follow-up of proposed measures.
Share on:
