Free access to the last mile is crucial for freight railways. Currently, it is imposed by law. In our opinion, it should be enabled instead of imposed. For this to happen, the last mile would have to be spun off from SBB Cargo and be the responsibility of an independent body. Ultimately, what is needed is a framework that can be described with just one term: Market economy.
That’s the point:
- Why free access to the last mile is important
- Preventing discrimination instead of fighting it
- Redistributing and refocusing forces
Importance of the last mile
Serving the last mile (local delivery) is solely in the hands of a local or regional provider. Accordingly, non-discriminatory access to the last mile determines whether an offer is competitive in the main run or not. Whoever provides services in local delivery by rail is obliged to do so in a non-discriminatory manner. This is the intention of Article 6a of the Freight Transport Ordinance (see box).
Article 6a of the Freight Transport Ordinance (GüTV)All companies that provide (partial) services over the last mile must provide their local delivery services by rail in a non-discriminatory manner. This means that they must also provide their services for third parties, provided that capacities are available for this. In addition to the freight railways, this obligation concerns siding operators with their own rolling stock and personnel, specialised personnel leasing companies and shunting service providers. Shunting and other services related to short-distance delivery, such as technical inspections or brake tests, are considered last-mile services. > Further information from RailCom in German or French |
Preventing discrimination instead of fighting it
Art. 6a GüTV relies on regulations, market controls and legal remedies. However, it would make more sense to prevent discrimination by having a single provider ensure the service of the first/last mile. Ideally, this would be the infrastructure manager who does not otherwise provide transport services. In a market environment, rail freight access to sidings, local and central marshalling yards, free loading facilities or terminals is regulated in a non-discriminatory manner. The allocation of train paths and the operation of system-relevant infrastructures are the responsibility of independent institutions. System leadership by a single large operator – as is currently the case with SBB Cargo – does not exist. The boundaries between single wagonloads and block trains are abolished, and the last mile is managed by an infrastructure manager.
Reorganisation of forces
In order to achieve the ideal state described above, roles have to be redistributed and forces have to be bundled. Such a reorganisation will only succeed if the following framework conditions are created:
- SBB Cargo retains its role as network provider for the time being. It is responsible for the planning of network traffic and ensures the efficient bundling of traffic with individual wagons or wagon groups. In providing the services, it limits itself to the main transport runs between formation and marshalling yards, insofar as it does not procure these from third parties.
- The entire railway infrastructure such as the network, combined transport terminals and local marshalling yards are freely accessible to freight railways.
- The service of the first/last mile is a non-discriminatory service of the infrastructure managers for all freight railways. The system-relevant resources of SBB Cargo, such as traction units, shunting teams, shunting tracks/stations, shunting services or internal operational changes, are available to these.
- This creates competition with equal players and transparent costs. You can read more about this in our publication «From integrated to market-based railways» (in german).
