{"id":441274,"date":"2026-05-29T19:18:21","date_gmt":"2026-05-29T09:18:21","guid":{"rendered":"https:\/\/www.railfreight.com\/?p=71424"},"modified":"2026-05-29T19:18:21","modified_gmt":"2026-05-29T09:18:21","slug":"investigation-confirms-dutch-rail-freight-costs-far-exceed-those-of-neighbouring-countries","status":"publish","type":"post","link":"https:\/\/www.vibewire.com.au\/?p=441274","title":{"rendered":"Investigation confirms: Dutch rail freight costs far exceed those of neighbouring countries"},"content":{"rendered":"

The Dutch rail infrastructure manager ProRail and the Port of Rotterdam have investigated the cost of rail freight in the Netherlands. Their findings confirmed what everyone in the sector already knew: Dutch rail freight is much more expensive than in surrounding countries.<\/strong>
\n<\/span>The investigation focused on the costs of the use of infrastructure, including track access charges, parking fees, traction and energy costs. It found that gross rail freight costs in Belgium, Germany and the Netherlands are at similar levels. However, the Netherlands diverges (towards the negative) when looking at net costs.<\/p>\n

ProRail states that this has a lot to do with deviating subsidy policies in the countries. \u201cFor instance, a carrier in Belgium receives a subsidy of 1.20 euros per train kilometer. In Germany, about 32.5% of the cost of running a train on the tracks is reimbursed (rising to 36.8% in 2026). In the Netherlands, these costs are not subsidised\u201d, the infrastructure manager explains.<\/p>\n

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Cost differences<\/h2>\n

ProRail provided some examples of the cost difference between the Netherlands and Belgium:<\/p>\n\n\n\n\n\n\n
Expense<\/th>\nRotterdam (Netherlands)<\/th>\nAntwerp (Belgium)<\/th>\nDifference<\/th>\n<\/tr>\n<\/thead>\n
Container train cost (2025, per kilometre)<\/td>\n1.55 euros<\/td>\n0.88 euros<\/td>\nNetherlands is 76% more expensive.<\/td>\n<\/tr>\n
Freight train parking cost (per hour)<\/td>\n18 euros<\/td>\nAlmost free<\/td>\nAlmost \u221e<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

The infrastructure manager also explained that infrastructure costs are approximately 25% higher for a chemical train between Rotterdam and Ludwigshafen than for a comparable journey from Antwerp (rising to nearly 28% in 2026).<\/p>\n<\/div>\n

Finally an acknowledgement<\/h2>\n

The Dutch rail freight association RailGood is happy with the findings. \u201cAfter seven years, ProRail has finally seen the light\u201d, the organisation tells our colleagues at the Dutch publication SpoorPro.<\/p>\n

\u201cThe irresponsible increase in infrastructure charges for parking and shunting has led to a significant reverse modal shift from rail to road, particularly for journeys under 400 kilometres. We now hope that the State Secretary for Infrastructure and Water Management will allocate funds in the Rail Freight Transport Implementation Agenda to level the playing field for (intermodal) rail freight transport in relation to road transport and neighbouring countries, particularly Belgium\u201d, RailGood adds.<\/p>\n

\"This
This chemical train in Rotterdam would pay less to go to Ludwigshafen if it were in Antwerp instead. Image: Shutterstock \u00a9 365 Focus Photography<\/figcaption><\/figure>\n

ProRail added that the decline in rail freight transportation is exactly the reason why it conducted the investigation. Between 2022 and 2025, volumes have decreased by around 17%, which does not include the expected decline in coal transport.<\/p>\n

\u201cIn practice, it can be seen that road transport is chosen more often for shorter distances. For longer distances, rail connections via Rotterdam compete with routes via other European ports\u201d, ProRail says.<\/p>\n