Rail freight transport

Intermodal rail freight combines several transport modes within the same logistics chain, most commonly road and rail, without unpacking the goods from their loading unit. A container, swap body or other intermodal transport unit is collected by truck, transferred at a terminal for the main rail leg, then collected again by road for final delivery.

Rail can suit many types of freight, including palletised goods, industrial products, mechanical parts, materials, containers, swap bodies, manufactured goods and certain heavy or regular flows. Feasibility depends on packaging, weight, volume, available terminals, rolling stock and any constraints specific to the goods.

FCL means Full Container Load: the container is reserved for one shipper’s goods. LCL means Less than Container Load: compatible shipments from several customers share one container through a consolidation service. These terms describe how the container is filled rather than two physical container types. Availability depends on the route, operator and consolidation services offered.

Yes. Many intermodal rail services accept standard 20-foot, 40-foot and 40-foot High Cube containers. Compatibility must still be checked against the route, wagon type, terminal, gross weight, rail loading gauge and operating constraints. Drivet Transport International reviews these points before confirming a solution.

Yes. Rail freight is particularly relevant for recurring shipments, larger volumes and long-distance flows that can be consolidated. Scheduled departures can help structure supplies or outbound shipments between factories, logistics platforms and terminals.

Yes. In a rail-road chain, Drivet Transport International can coordinate truck collection to the departure terminal, the main rail leg, collection from the destination terminal and final road delivery. This provides a coherent door-to-door organisation even when the customer’s site is not directly rail-connected.

Yes. Rail and intermodal services connect many terminals in France and across Europe. Depending on origin, destination, available frequencies and connections, Drivet Transport International can review a domestic or international solution combining rail and road.

Yes, certain dangerous goods may travel by rail subject to the RID rules and any requirements applying to the goods, packaging, wagon, documentation and route. Each shipment must be reviewed individually before confirmation to check feasibility and any restrictions.

No. Transit time depends on the route, departure frequency, terminals, handling operations and the road legs at each end. On well-served regular corridors, rail can be highly competitive. For other shipments, road may remain more direct. The appropriate mode therefore depends on the actual delivery requirement.

For an equivalent quantity of freight, rail generally has a much lower carbon footprint than road transport, particularly in France where the rail network is highly electrified. The real difference nevertheless depends on the complete logistics chain, including the rail distance, road pre- and post-carriage, load factor and traction type.

Rail becomes especially relevant for longer distances, regular or consolidatable volumes, routes served by suitable terminals, and projects where reducing transport emissions is an objective. Road transport often remains complementary for the first and last miles.

There is no single rail-freight tariff. Pricing depends on the route, loading unit, weight, volume, terminal and handling charges, road pre- and post-carriage, required frequency and any special constraints. A quotation therefore needs to be built around the actual flow.

Yes. Where required, Drivet Transport International can coordinate rail freight with the import, export or transit customs operations associated with the shipment so that formalities are aligned with terminal handling, train departures and final delivery.

Tracking depends on the systems and information provided by rail operators and terminals. Drivet Transport International centralises the main operational milestones, such as collection, terminal arrival, train departure, destination-terminal arrival and final-delivery planning, to maintain visibility over the shipment.

Gate opening times, cut-off times, accepted loading units, weight, dimensions, handling equipment, access rules and terminal capacity can all affect the transport plan. These points are reviewed before booking so that the proposed solution is compatible with actual terminal operating conditions.

Useful information includes collection and delivery addresses, requested dates, type of goods, number of pallets or packages, weight, dimensions, container or intermodal unit type where known, shipment frequency and any loading, terminal, customs or delivery constraints.