{"id":259859,"date":"2025-07-31T22:48:09","date_gmt":"2025-07-31T12:48:09","guid":{"rendered":"https:\/\/www.railfreight.com\/?p=64730"},"modified":"2025-07-31T22:48:09","modified_gmt":"2025-07-31T12:48:09","slug":"if-db-cargo-cant-make-a-go-of-single-wagonload-who-can","status":"publish","type":"post","link":"https:\/\/www.vibewire.com.au\/?p=259859","title":{"rendered":"If DB Cargo can\u2019t make a go of single wagonload, who can?"},"content":{"rendered":"

Earlier this week came reports that Deutsche Bahn (DB) could be poised to significantly reduce or axe completely its single wagonload (SWL) business. This prompts the question of why this segment of the rail freight market is loss-making and economically unviable. The head of DB Cargo France, Alexandre Gallo, tackled the issue in an interview with RailFreight.com.<\/strong>
\n<\/span>Basically, an SWL offering is one that collects individual freight wagons directly from customers and assembles them into trains for transport. But why is it described by one market analyst as \u201ca diffuse market, complex to operate, volatile and subject to various hazards\u201d?<\/p>\n

Costly but necessary<\/h2>\n

\u201cSWL systems are ones with high fixed costs, requiring the same structure for several hundred or several thousand wagons. There are multiple traction breaks, transit times are difficult to meet, and the high price that customers have to pay make the product uncompetitive compared to road transport,\u201d, Gallo said.<\/p>\n

\u201cHowever, some manufacturers, particularly those in the chemical industry, need SWLs because of the significant restrictions on the road transport of some of their goods.\u201d He went on to explain that SWLs not only require more manpower, compared to other segments of the rail freight market, but also take up a large amount of track space in marshalling yards.<\/p>\n