Making transfer of goods to rail possible

Non-craneable semi-trailers pose a problem in the shift of transport to rail. While craneable trailers can be loaded onto intermodal carriers using gantry cranes or reach stackers, the majority of the European trailer fleet has so far been excluded from combined transport (CT). Depending on the source, 80 to 95 per cent of all semi-trailers do not have grab rails and are therefore considered non-craneable – an enormous untapped potential for rail.

In order to get these trailers onto the rails, various technical systems have been developed in recent years. One of the best known is the ‘Nikrasa’ system operated by TX Logistik. This involves pushing the trailer onto a special device – a kind of trough with side supports. This can then be lifted onto the rail car by crane, together with the trailer. The advantage is that the trailer itself does not need to be converted. With its ‘r2l’ – Road Rail Link system, VTG offers a technically similar solution to TX Logistik’s Nikrasa.

Another example is ‘Modalohr’, a horizontally loadable wagon system in which the rail wagon is folded to the side and the trailer is driven in from the ramp. Cargobeamer, a patented system with automatically movable loading units, works in a similar way, with trailers being placed on containers that can be loaded from the side. These systems allow loading without the need for a crane on the trailer itself. Helrom is taking a different approach with a rotating wagon onto which the semi-trailer is driven from the side. The process does not require any terminal infrastructure and can theoretically be used at simple loading points. Despite these innovative approaches, market penetration remains low.

A key obstacle is the lack of standardisation. The various systems are not compatible with each other, which makes widespread use difficult. Terminal operators have to decide on a technology. Another limiting factor is infrastructure. Many terminals are designed for handling craneable containers and swap bodies. Retrofitting special systems for trailer loading can be complex and expensive. The availability of suitable railway lines and wagons also plays a role: rail freight transport is heavily utilised, and delays and bottlenecks are not uncommon.

Furthermore, there are currently no clear economic incentives for shippers to put their trailers on rail, especially when road transport is cheaper and more flexible. Government support programmes such as the intermodal transport subsidy guidelines in Germany do promote the development and use of intermodal transport, but they are often insufficient to offset the higher initial costs. Furthermore, the intermodal transport subsidy guidelines refer to the construction and expansion of transhipment facilities, but not to transport. (cd/rok)

Non-craneable Semitrailer on Rail? We Present Solutions! Tuesday, 1:30 p.m. – 2:30 p.m., A3.240