A challenge from China!

In May 2011, a freight train departed from Chongqing (China) to join Antwerp (Belgium): this first convoy literally paved the way for a new transcontinental mode of transport destined to develop (cf. Rail freight: China – Europe direct line is open!).

Rail freight is at the heart of the new silk roads « Belt & Road Initiative », initiated in 2013 by Chinese President Xi Jinping to develop the transit of goods between China, Asia, Europe and even Africa.

An ambitious and highly strategic project based in particular on the construction of a Major transport infrastructure network:motorways, railways, bridges, tunnels, ... (cf. « Silk motorway » New logistics route for Chinese freight?).

Over the years, the rise in rail transport has enabled China's territory to be broken down and destinations to be expanded in Western Europe: Poland, Germany, England, Spain and France in 2016 (cf. International rail freight: first direct link China – France).

In 2018, rail traffic on the China-Europe axis is estimated at 5000 convoys/year.

A bet on winning?

Some international issues today call for this mode of transport: cheaper than air freight, faster than sea freight and more « ecological »...but is this a viable alternative for international traders?

Here is a cost comparison between rail and sea transport for a 40-foot container from Shanghai, China:

Comparative import China – Europe
Unit: TC 40′ (25T)	MARITIME FRET	RAILWAY
Route	Shanghai – Hamburg	Shanghai – Duisburg
Distance travelled	22 735 km	8 838 km (- 60%)
CO2 emission*	12.5 g/t-km = 7.1 T	30 g/t-km = 6.63 T (- 6.6%)
Transtit time (days)	32	19 (- 40%)
Cost ALL IN**	$1,950	USD 5,575 (x 2.85)
Frequency (/week)	1	6

* CO2: average in grams/tonne – kilometer (source: OECD 2008)

** ALL IN : all transport taxes included

This comparison shows that the train journey time is much shorter but thatit will cost operators almost three times Hey! A cornelian choice for European importers who will have to assess very precisely the cost/time ratio most suited to their flows.

It should also be noted that, according to our calculations, The carbon footprint is actually in favour of rail on this typical operation, the gap with the maritime remains moderate. And with new generation ships equipped with more efficient engines, this gap could still narrow... unless the locomotives used to tow convoys start to electric!