Rail freight transport without dedicated track: When is it really worth getting involved?

Part 1 showed how companies can gain access to the rail network even without their own sidings. But access alone is only the first step. The crucial factor is determining the conditions under which intermodal or multimodal transport makes economic and operational sense for a company’s own logistics. The key question for shippers is therefore no longer whether rail freight transport is possible without a private sidings – this question has long been answered by terminals, railports and combined transport.

For shippers, therefore, the focus is on a different question: under what conditions can rail freight be meaningfully integrated into their own supply chain, and when does this generate economic added value?
The decisive factors are the company’s requirements: what volumes are being transported, which locations need to be connected, and how predictable are the transport schedules? It is less a matter of individual consignments than of regular transport requirements and stable routes. This is precisely where the key suitability criteria for rail freight transport without dedicated track come into play.

Suitability criteria for rail freight transport

Whether rail freight transport without a dedicated sidings is worthwhile depends less on individual shipments and more on stable routes and regular volumes within the supply chain.

Essentially, five criteria are decisive:

1.    Volumes and regularity
Rail transport demonstrates its benefits where there are stable and recurring volume flows. One-off or very small consignments with no potential for consolidation, on the other hand, are only of limited suitability.
2.    Recurring routes
Fixed or regularly recurring routes between production, distribution or port locations are particularly suitable. The more stable the route, the easier it is to integrate into a rail service.
3.    Standardisation of loading units
Intermodal transport operates efficiently when crane-handled semi-trailers or comparable standardised units are used. Non-standard or non-crane-handled loading units significantly increase complexity.
4.    Process and time stability
Rail freight transport is not a short-term, ad hoc system. It requires predictable time slots, defined processes and a certain degree of stability in scheduling.
5.    Access to the network
It is not the location itself that is crucial, but the connection to a terminal or railport network. These interfaces determine the actual usability of the rail network.

The more of these criteria are met, the greater the likelihood that rail freight transport is not only technically feasible but also economically viable.

Practical considerations: distances and volumes

In practice, it is evident that the use of combined transport often becomes worth considering for distances of around 300 km, and particularly beneficial effects can arise from around 500 km. However, it is not so much a fixed distance threshold that is decisive, but rather the regularity and predictability of the shipments.

As regards transport volume, there is no universally applicable minimum quantity. What is far more important is that there is a regular demand for transport and that consignments can be consolidated. Even weekly volumes that can be planned in advance can make it economically viable to start using combined transport.
 

The network as a key to success

Companies benefit from the fact that their sites can be connected to national and international rail networks via terminals and railports. This also allows more distant markets to be integrated into existing supply chains. Terminals and railports play a vital role in linking regional transport needs with efficient rail connections.

The result is a system that not only optimises individual routes but also stabilises entire supply chains and makes them scalable.
 

From potential to a concrete logistics concept

The first step into rail freight transport should logically begin with a structured analysis of one’s own transport requirements: volumes, routes, loading units and frequencies.

Building on this, a suitable concept can be developed step by step:

• Analyse transport volumes and identify suitable routes
• Examine access points such as terminals or railports
• Combine the feeder, transhipment and main leg into a stable chain
• Jointly assess cost-effectiveness and sustainability
• Launch pilot operations and scale up gradually

This is how a basic transport idea is transformed into a robust logistics concept.

Sustainability as an added benefit

Another aspect is becoming increasingly important: the CO₂e footprint of transport chains. Rail freight transport generates significantly lower emissions than road transport and can therefore make an important contribution to the decarbonisation of logistics. At the same time, it can help companies better meet their customers’ requirements as well as statutory and internal sustainability targets. However, the key point remains: sustainability is an additional benefit of a well-functioning logistics concept – not its sole basis.

Conclusion

Rail freight transport without dedicated track is a realistic option for many companies. The decisive factor is not primarily the location, but whether the requirements of the supply chain align with the strengths of intermodal transport.

If the conditions are met, intermodal transport can contribute to the supply chain in an economical, reliable and sustainable manner. Terminals and railports provide access, but their potential is only realised when combined with suitable transport patterns. In this way, rail becomes a scalable and increasingly sustainable component of modern supply chains.