Block-train allocation, FCL and LCL rail across the China-Vietnam border and the Trans-Eurasian land bridge to Europe. Sea-comparable cost, half the transit, with disciplined gauge-change handling at every interchange.
For lanes between Asia and Europe, rail used to be the forgotten option. That changed. A container moved by rail from China to Germany now arrives in 15-25 days at a cost much closer to sea than to air — opening up a middle option that didn't exist before for time-sensitive cargo that can't justify air freight.
We book block-train allocation on the China-Vietnam corridor (Lao Cai, Dong Dang) and on the Trans-Eurasian land bridge (China-Kazakhstan-Russia-Belarus-Poland-Germany-Netherlands). FCL-Rail for full containers, LCL-Rail consolidation for partial loads, and multimodal sea-rail combinations when the math works better that way.
The hard part of rail isn't the train — it's the interchanges. Chinese, Russian and European networks run on different gauges, so every container has to be transferred at the border. We manage trans-shipment crews, customs at each border, and document hand-offs end-to-end so the cargo doesn't sit waiting.
We hold weekly block-train slots on the major Eurasian corridors — not just spot space. That means guaranteed allocation when capacity tightens, predictable transit windows, and direct relationships with the rail operators instead of brokered intermediaries.
For many origins, the smartest move is sea to a Chinese port then rail onward to Europe — cheaper than full-rail, faster than full-sea. We model the cost-time trade and pick the right combination per shipment rather than defaulting to one mode.
Rail moves fail at gauge changes — CN (1435mm), RU/KZ (1520mm) and EU (1435mm) require trans-shipment at Dostyk/Khorgos and Brest. We staff the interchanges, pre-clear customs at each border, and track each transfer so containers don't sit waiting on the wrong-gauge side.
Standard 40-foot dry container moved by rail — the workhorse for full-container Asia-EU.
Pre-booked weekly slot on a dedicated freight train — guaranteed capacity, predictable transit.
Share a container by rail — your cargo consolidated with others on the same lane.
Flat-rack and open-top rail wagons for machinery, project cargo and OOG dimensions.
Temperature-controlled 40-foot reefer with GenSet power on dedicated rail wagons.
Ocean leg to a Chinese gateway port then rail onward — cheaper than rail-only, faster than sea-only.
One named coordinator stays with you across every gauge change and border — no inbox tag.
Share origin, destination, weight and volume. We model sea-only, rail-only and sea-rail combinations side-by-side so you pick by cost-time, not by default.
We allocate your slot on the next departure, pre-clear customs at each border, and stage inland trucking on both ends so loading and discharge are ready.
Train tracking by milestone: origin departure, gauge-change interchanges (Dostyk/Khorgos, Brest), border clearances, EU terminal arrival.
Discharge at the EU rail terminal (Duisburg, Łódź, Rotterdam), final-mile trucking to your DC, and digital POD captured on delivery.
The most common things shippers ask us about block trains, gauge changes, transit times and multimodal sea-rail. If yours isn't here, ops desk responds in 2 business hours.
Block train, FCL-Rail, LCL-Rail or sea-rail combo — share origin, destination and cargo specs. We come back with options modeled on cost and transit.
