Railway Truck Case Solution

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Compared to the previous scenario, the COULD-BE solution 2 includes more features and the solution itself is somewhat more complex. The constituents of this scenario are:
• Increasing the capacity by means of owned/financed/leased intermodal (rail) trailers
• Using own trucks and/or subcontracting tractors (international versus locals) for hauling them to and from the railway terminals
• Begin with operational leases of new trucks, which would include repair and maintenance in the leasing service offering
• Outsourcing part of the repair and maintenance of current vehicles (just like in the previous COULD-BE scenario)
• Strategy focus: o LTL shipments to Italy with intermodal trailers, be prepared to use the same approach in France o Re-allocate
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However, this solution cannot be categorized as classical. This is due to intermodal (rail) trailers (see Appendix X for illustration-pictures), which, for the most part, travel without a truck. The advantages and disadvantages of application of the rail trailers are listed in the table below:
Pros Cons
 Rail trailers need to be hauled only from the departure point to the railway terminal, and from the arrival point to the customer.
 Reduced variable costs – fuel, tires, travelling expenses, workshop maintenance and repair, and decreased fixed costs e.g. driver salaries.
 Significantly reduced environmental impact
 DANDOY has an established partnership agreement with HUPAC- a railway operator for transporting rail trailers from Belgium to Italy and vice versa
 Maximum permissible weight, which may be loaded into intermodal trailer is higher than a typical three-axle semitrailer: 28,000 kg versus 24,500 kg (16 versus 14 loading meters). × Longer transit times, usually, additional 24 hours
× No control on the condition of the freight when it is on a train
× Higher risk of damages due to more vulnerable design/structure of the trailer
× Railway terminal working hours put additional operational constraints on the planning

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