Seven partners, one goal – together on the rails. Seven companies recently tested a shift to rail and the efficiency of combined transport (CT). The results of the pilot transport initiative launched by the SME cooperation Transcoop09: almost three-quarters less CO2 emissions, a comparable transit time to road transport and a good starting position for cost parity with road transport. This could be achieved if the pilot transport initiative were to become a regular service in the future. Overall, the loading unit transported by CT from Ostrhauderfehn (Leer district) to Ludwigshafen generated 630 kilograms or 73 per cent less climate-damaging CO2 than road transport.
In terms of transit time, despite the increased complexity of intermodal transport due to multiple interfaces and two crane transhipments in Dörpen and Ludwigshafen, it is comparable to that of road transport. The freight forwarder Focko Lüpsen & Sohn from Filsum, which handled the pilot transport, calculates about eight hours of pure driving time for truck transport, followed by an eleven-hour rest period. Delivery can therefore only take place the next day. When using the train service offered by intermodal specialist Kombiverkehr, this transit time is also possible three times a week. Every Monday, Wednesday and Friday evening, a block train departs from the Dörpener Umschlaggesellschaft für den kombinierten Verkehr (DUK) terminal for the KTL Kombi-Terminal Ludwigshafen, which it reaches the following day.
Delivery at the booked time slot at 12 noon in Ludwigshafen
This schedule was also adhered to during the pilot transport: although the freight train arrived in Ludwigshafen at half past eight the next morning, two hours late, the loading unit still reached its booked time slot at 12 noon at a DIY store in the Oggersheim district of Ludwigshafen on time. Delivery was carried out using an electric tractor unit from Scania, which belongs to the KTL fleet. The loading unit – a 45-foot curtainsider swap body Wecon StackmaX45 – was provided by the body manufacturer Wecon from Ascheberg. The special feature of the loading unit is that it can be stacked by type, three high when loaded and four high when unloaded. On board the box as part of the pilot transport were 26 pallets of potting soil from the Floragard company with a total weight of 24 tonnes.
The cost consideration remains: Spedition Lüpsen assumes that, in the case of possible regular transport in combined transport, parity with pure road transport is also feasible. Although the pre- and post-carriage and the two terminal transhipments add to the costs, on the other hand, the logistics company benefits from greater efficiency because total truck weights of 44 tonnes are permitted in intermodal transport within Germany – compared to 22 tonnes for trucks on the road. On the other hand, the logistics company benefits from greater efficiency because intermodal transport within Germany allows for total truck weights of 44 tonnes – and when using electric trucks for pre- and post-carriage, this figure rises to 46 tonnes to compensate for the increased battery weight.
Dirk Lüpsen: Driver shortage as a lever for combined transport
For Lüpsen, the increased tonnage would be one of the arguments in favour of rail. The loading unit would still have space, so that in theory more than the 26 pallets of potting soil could be loaded for a possible subsequent transport. According to logistics entrepreneur Dirk Lüpsen, the savings in personnel costs must also be included in the calculation, because the driver is not involved in the main leg of the journey and can take on other transport tasks during this time. In any case, it is becoming increasingly difficult to find the necessary skilled workers.
Another lever for increased efficiency in intermodal transport is the pairing of transport modes. In the case of the combined transport connection from Dörpen to Ludwigshafen, a train pair always runs in the opposite direction on Tuesdays, Thursdays and Saturdays. If a round trip is successful – i.e. loading of the transport unit and return transport on the day of arrival in Ludwigshafen – this has a corresponding impact on the overall calculation. In the case of the pilot shipment, the dispatch department at Lüpsen managed to acquire a return load from Karlsruhe to Meppen. While the bridge was loaded with potting soil on the outward journey, nine packages of steel sheets weighing 2.6 tonnes each were on board on the return journey. As agreed with the customer, they also arrived at the recipient’s premises the next day. Whether soil or steel – many goods do not care which mode of transport is used. However, with climate protection in mind, rail is the first choice.
The participants in the pilot project
We are delighted that our member company Focko Lüpsen & Sohn, together with TC09 and other strong partners, has organised a pilot transport project using combined transport. The findings are promising and we look forward to the possible next steps
Josef Perisa, Executive Board, Transcoop09, Senden
Two paths, one goal: combining strengths to shape the future of logistics. We have repeatedly explored the combination of road and rail in the past. In our opinion, the biggest lever for rail in the future will be the acute shortage of drivers.
Head of Shipping Mirco Neemann, Focko Lüpsen & Sohn, Filsum
The pilot shipment has provided us with important insights and findings. If we move towards regular transport one day, the pairing of transport modes will be the biggest challenge.
Managing Director Dirk Lüpsen, Focko Lüpsen & Sohn, Filsum
Dörpen – Ludwigshafen v.v. is just one of many national and international connections in our extensive intermodal network. Anyone who wants to rely on climate-friendly and safe rail transport in the future will find a quick start with us.
Mohsen Abedi, Sales, Manager National Transport, Kombiverkehr, Frankfurt
Our terminal at the Emsland freight village offers potential and currently runs three trains a week to Ludwigshafen and back. We are currently facing numerous construction sites on the railways. But if you build in buffers, you can deal with this, benefit from low-carbon transport and relieve the burden on the roads at the same time.
Michael Nintemann, Managing Director of Dörpener Umschlaggesellschaft für den kombinierten Verkehr (DUK)
We were happy to support the test, naturally with the aim of attracting even more customers to combined transport. I also find the approach with stackable swap bodies exciting. Terminals in particular often have space constraints when it comes to storing swap bodies, so stackability naturally offers advantages here.
Harald Schlegel, Managing Director, KTL Kombi-Terminal Ludwigshafen
Comments are closed.