About the Author

Dr. Eugen Truschkin is a senior infrastructure and transport consultant with more than 17 years of experience in rail freight, intermodal logistics, and large-scale transformation programs across Europe, the Middle East, and Central Asia. Currently, he serves as Director Rail and Intermodal Logistics Consulting at DB Engineering & Consulting GmbH, leading multi-disciplinary teams and end-to-end delivery of complex consulting engagements. In parallel, he is active as a researcher, author, and speaker in logistics and transport economics, with peer-reviewed publications and international guest lectures.

Truschkin welcomes your opinion on the (future) role of semi-trailers in rail freight and the modal shift. We extend an open invitation to contact the author or the editorial team with your views. What is the path forward in the use of semi-trailers in switching freight from road to rail?

Despite the EU’s modal shift goals, the modal split has seen little change in the past decade. As a result of the prevalence of semi-trailers, technologies for transshipping this equipment from road to rail are gaining more and more importance. To illustrate: in 2024, EU road freight transport remained dominated by semi-trailers, accounting for 77% of transport performance, and 95% of which are non-craneable.

The number of semi-trailers in the EU has grown significantly, increasing by about 50% in the last decade from 2 to 3.1 million. At the same time, the ratio of cranable to non-cranable trailers in production remained unchanged (95% non-cranable vs 5% cranable). Freight forwarders and shippers seem to consistently choose semi-trailers as the main loading unit for European road freight, showing a clear preference for non-cranable units at the same time.

In Germany specifically, around 70% of all semi-trailers are owned by small transport companies (defined as employing fewer than 50 employees), posing additional challenges for a shift to rail due to low competence in combined transport and the general “path dependency” effect, causing a “locked in” in the road transport. In other words, the habit of using road transport makes a shift to rail more difficult. Smaller companies, in particular, are often even less inclined to use combined transport, as they typically lack the resources, experience, and bargaining power needed to adapt their operations to alternative transport solutions.

Techniques to load semi-trailers onto trains exist in vertical and horizontal form. They both offer unique advantages and disadvantages, which impact their business case. The following pictures show vertical and horizontal semi-trailer transshipment technologies that have been accepted onto the EU transport market at the time of writing.

Vertical and horizontal technologies

Vertical technologies (where semi-trailers are loaded onto a train with a crane) offer a manageable investment requiring only transfer baskets, as well as immediate operational readiness, and compatibility with existing conventional terminals. However, they also present drawbacks, such as slower loading and unloading compared to horizontal options, and a greater space demand in traditional terminals which already operate at high capacity. Their primary application is as an additional offering in standard combined transport terminals and for industrial operations with dedicated tracks.

Horizontal technologies offer the advantage of much faster loading and unloading compared to vertical systems, along with partial compatibility with existing terminals operated by companies such as CargoBeamer and Helrom with the latter also boasting operational capacity independent from terminals. Other operators, such as CFL Multimodal, utilise Modalohr technology. However, these technologies necessitate large-scale investments for both terminals and rolling stock (for Helrom: rolling stock only), and a significant drawback is that the technologies are generally not interoperable. Therefore, they are best suited for high-traffic lanes with dedicated terminals. In case of Helrom, it is suited also for industrial operations with dedicated tracks).

Current trends and future outlook

Despite the compatibility challenges, semi-trailers drive the growth of combined transport and are the most dynamic unit. In the case of Germany, it accounted for 34.15% of the total combined transport performance, with a compound annual growth rate of 14% in the period between 2005 and 2024. However, other solutions could further encourage the modal shift from road to rail. Even as non-cranable semi-trailers continue to play a major role, there is potential for more intermodal-friendly options, such as practical 45′ stackable loading units which help optimise infrastructure and increase capacity.

A pivotal question persists: Why load an entire semi-trailer onto a train when only the goods matter? Transporting the trailer (including wheels, frame, et cetera) adds unnecessary costs. Alternatives like the Stackmax 45 (see below), a stackable swap body with similar capabilities to a semi-trailer, present promising solutions.

Stackmax appears to be the first EU innovation which combines the benefits of a semi-trailer (payload, efficient loading and unloading from four sides) with the benefits of a container (stackabillity and less tare weight compared to semi-trailers). This solution would be compatible with all existing conventional intermodal terminals in Europe.

Despite these novelties, a rapid shift from semi-trailers is unlikely in the short to medium term due to the current ownership structure, established investments, and the lack of EU-wide policy initiatives preferring specific loading units for combined transport.

Semi-trailers will continue to play a leading role in both European road and combined transport. Although new technologies and intermodal-oriented solutions are developing, substantial changes in market structure and stronger policy support are needed to accelerate the modal shift from road to rail.

Do you want to share your view? You can reach out to the RailFreight.com editorial team, or to Dr. Eugen Truschkin via the button below. You can also leave a comment.

Wascosa has signed up LTG Cargo Polska as a client for its stock of NiKRASA 3.0 cradles. The parties say the deal will enhance their cooperation and boost Baltic trade. The focus of the development is intermodal rail freight between Lithuania and Western Europe. This partnership will mainly use the transport corridor between Kaunas in Lithuania and Duisburg in Germany, taking trucks off the busy roads.

Modal shift to rail

“Germany is one of Lithuania’s largest trading partners, underscoring the importance of the Kaunas-Duisburg intermodal connection,” explained Wascosa in a formal statement. LTG Cargo Polska, which is a subsidiary of the Lithuanian rail freight company LTG Cargo, has a long-term strategy to strengthen its position as the Baltic States’ gateway to Western Europe. The company is actively engaged in expanding intermodal transport capability, not least for commercial advantage, but also to offer efficient and environmentally friendly logistics options.

As reported by our sister service, WorldCargo News, Wascosa has been marketing the NiKRASA system since signing a deal with the manufacturers earlier this year. “This innovation supports the growing demand for combined transport,” says Wascosa, the Swiss-established rail freight rolling stock company, currently celebrating its 60th anniversary year. “The cooperation also aligns with LTG Cargo’s broader sustainability strategy, which has already led to significant achievements: in 2023, intermodal shipments prevented 66,500 tonnes of CO2 emissions.”

Third generation is even more versatile

Iris Hilb, CEO of Wascosa AG, is enthusiastic about the latest agreement with LTG. “Wascosa AG is equally committed to driving innovation in rail freight logistics,” she said. “The NiKRASA solution fits perfectly into our market strategy, providing value to customers while supporting the ongoing shift towards rail transport. According to estimates by the leasing company, around 90% of Europe’s truck fleet is non-craneable. Wascosa further says that the NiKRASA system enables trailers to be loaded from road to rail in just two minutes without requiring changes to existing terminal or rail infrastructure.

The NiKRASA system for trailer handling was developed by TX Logistics, a subsidiary of Mercitalia Group. The third and more flexible iteration of the system was released just over two years ago, At the time, Wascosa entered into a marketing deal, which ultimately saw the Swiss leasing company purchase 150 units. The agreement allows non-craneable semi-trailers to be loaded onto rail wagons quickly and easily. LTG claims to be the only rail carrier with the necessary licenses to operate in both Poland and the Baltics.

“The NiKRASA platform enables the handling of non-craneable semi-trailers, which currently make up around 90 per cent of European truck fleets. They can be loaded from road to rail in just two minutes”, the two companies explain in a press release.

“Changes to the existing standards in the terminals, on the wagon and on the railway are not necessary for this. In addition to classic semi-trailers, silos and trailers with fixed body, mega-trailers and trailers without a body and container chassis can also be put on the rail.” The companies also clarify that if the NiKRASA loading frame stays empty in the wagon, swap bodies and containers can still be loaded as usual.

Cooperation beyond NiKRASA

The signed agreement also provides for cooperation more generally between TX Logistik and Wascosa. “In the current tense market situation, this partnership is a sign that we are looking to the future,” comments Ugo Dibennardo, CEO of TX Logistik. “In addition to wagon rental and the marketing of NiKRASA, we also want to work closely together on transport solutions and innovative developments and drive these forward together and with other partners.”

Nikrasa and Modalohr

“Both technologies have their advantages”, Laurent Erhard, CEO of CFL terminals, pointed out. “With the Nikrasa baskets, you don’t need additional equipment, it can be used everywhere as long as there is a crane or a reach stacker”. This is the main difference between Modalohr and Nikrasa, and more in general between horizontal and vertical transshipment technologies.

More specifically, implementing the Modalohr system requires the installation of special wagons with pivoting pockets. Trucks can drive on top of these wagons, which then rotate to form a full train. Moreover, horizontal loading techniques also require built-in systems at the terminals. With Nikrasa, on the other hand, all that is required is a base platform. Trucks drive the semi-trailer on the platform, or basket, and a crane lifts it and puts it on the wagons.

Truck2Rail

The consortium that launched the Truck2Rail initiative includes parties from various segments of the industry. TIP Group is a provider of trailers, Ermewa is a leading company in Europe for wagon leasing and TX Logistik provides the Nikrasa technology. The CFL multimodal group is participating with its terminal operator subsidiary CFL terminals. The four companies presented their project on 18 June at the Bettembourg-Dudelange multimodal terminal, which is managed by the CFL multimodal group.

CFL multimodal’s plans for expansion

One of the points raised by Erhard is that a network of compatible terminals is vital to creating a network across which these technologies can be deployed. Consequently, the CFL multimodal group is considering the option of expanding outside the Luxembourgish borders. “There are no concrete plans yet, but the strategy would be to build or buy terminals abroad and upgrade them to accommodate these technologies or create partnerships”, Erhard concluded.

NiKRASA 3.0 explained

“A key feature of NiKRASA 3.0 is the elimination of the terminal ramp, which in previous versions was required in addition to the lifting cradle for handling. Both components are now merged into one base platform,” the company added. The new version, therefore, makes it possible to handle the lifting cradle at any position in the terminal, with no previous preparation required.

Moreover, the new NiKRASA version implements holders that increase the stackable capacity by five times without the use of additional aids. This new feature, according to TX Logistics, will be beneficial for both terminals and combined transport in general. Capacity is also enhanced thanks to NiKRASA compatibility with mega-trailers. By reaching 100 cubic meters, mega-trailers offer 25 per cent more capacity space compared to normal trailers.

Trailers transported with the NiKRASA system meet all the standard requirements to travel on all European routes since it does not result in a height increase. “NiKRASA enables the handling of non-cranable semi-trailers without changing the existing standards in the terminals, on the wagon and on the rail,” TX Logistics said.

The lightest solution available, compatible with even more wagons

The new NiKRASA system is also the lightest solution of this kind on the market. AS TX Logistics claimed, in fact, the tare weight of the system is less than three tonnes. According to the company, another innovation of the NiKRASA 3.0 is that “silos and trailers with a fixed body, mega-trailers as well as trailers without a structure and container chassis, even including containers, can be loaded.”

This new version is also compatible with pocket wagons manufactured by more companies. Pocket wagons are freight wagons specifically designed for the transport of truck semi-trailers, common in combined transport. “For example, the new generation can be loaded in the T3000, T5 (single pocket) and in the second-generation wagons of the Kolowag company,” the press release stated. Further compatibility tests are being run for the T4000 and for products manufactured by Greenbrier and Talleres Alegría.

Also read:

• A new fleet for Mercitalia Intermodal
• TX Logistik wants to transport more goods in the Netherlands with new certificate

The NiKRASA system uses a positioning aid and a loading adapter to load the trailers, which are otherwise bound to the truck, onto a train. TX Logistik operators around 150 NiKRASA adapters on various routes throughout Europe, but this is a first in Hungary. “There has always been high-volume traffic between Hungary and Germany. However, only a very small number of craneable semi-trailers has been available for rail transport in Hungary,” explains Bernd Weisweiler, director of business development, Innovation and Funding at TX Logistik.

The customer

The trailer that went onto rail is from International-Alexander. It has been successfully loaded at the Budapest rail terminal Mahart Container Center for transport to Germany. “Especially on our connection between Herne and Budapest, which we currently operate with five round trips per week, we can see good opportunities for further NiKRASA customers,” says Weisweiler.

“With the Herne – Budapest connection, customers can now use the NiKRASA system on a total of ten routes,” adds Christoph Dörre, Manager for NiKRASA and Business Development, Innovation and Funding at TX Logistik. “In the future, we are planning to consolidate this network with additional lines and thus support the development of the European TXL and Mercitalia network at the same time.”

Shift to rail

Trailers are traditionally transported by road, which is considered to be a great miss for the railways. The share of cranable trailers is small on the market. If the infrastructure allows for these trailers to be loaded onto trains, a major shift to rail is foreseen. There have been several initiatives to get non-cranable trailers on rails, but the systems that are operational reach a very small market.

Recently, several initiatives have been reported. In the Netherlands, a new terminal is in the making, which should be the first step towards a network of terminals enabling the transshipment. The first destination was Berlin, but the project is facing financial challenges. In the meantime, the CLIP terminal in the Polish Swarzędz has been equipped with the Lohr Railway System technology, allowing to load non-craneable trailers on the trains. The same will be possible at the new rail-road terminal near Calais, a project funded by the EU.