M-CTS · Project

Horizontal Container Transfer Between Truck and Train — 3x Faster, 84% Lower Infrastructure Cost

transportPilotedTRL 9

Moving a shipping container from a truck onto a train today requires giant cranes, expensive terminals, and a lot of time. M-CTS is basically a hydraulic sliding mechanism built into the trailer and wagon that lets a container glide sideways from one to the other — no crane needed, no special terminal required. Think of it like a drawer that slides open: the container shifts horizontally in a fraction of the time. The result is that rail freight becomes cheaper and more accessible, especially for routes and locations where building a full crane terminal never made financial sense.

By the numbers

3x faster

Container transfer speed compared to current solutions

84%

Lower CAPEX for intermodal port infrastructure

€363m

Projected accumulated revenues over 5 years post-project

€113m

Projected accumulated net income over 5 years post-project

€100m

Projected total cost savings for users in transshipment costs

43 FTEs

Direct employment growth in the consortium

120 FTEs

Employment in the value chain

4 partners

Consortium size across 3 countries

The business problem

What needed solving

Shifting cargo from road to rail is one of Europe's biggest transport goals, but current intermodal transfer requires expensive crane terminals, slow loading times, and massive capital investment. Most routes and locations simply cannot justify the cost of a full intermodal terminal, leaving vast amounts of freight stuck on trucks. Companies lose money on slow turnaround times while rail capacity sits underutilized.

The solution

What was built

A patented hydraulic mechanism (M-CTS) that enables seamless horizontal transfer of containers between semi-trailers and train wagons without cranes. The system was advanced from a TRL7 prototype to real-life operational qualification (TRL8-9), with a project webpage and business innovation plan among the deliverables.

Audience

Who needs this

Rail freight operators looking to expand intermodal services without heavy terminal investmentThird-party logistics companies wanting to offer competitive road-rail combined transportIntermodal terminal developers seeking lower-cost infrastructure alternativesPort authorities and inland terminal operators aiming to increase rail freight throughputManufacturing companies with high container volumes seeking cheaper logistics options

Business applications

Who can put this to work

Rail freight operations

enterprise

Target: Rail freight operators and intermodal transport companies

If you are a rail freight operator struggling with expensive terminal infrastructure and slow container transfers — this project developed a patented hydraulic system that transfers containers between truck and train 3 times faster than current crane-based solutions. With 84% lower CAPEX for intermodal port infrastructure, you can open new transfer points along routes that were previously uneconomical. The system was piloted with Lineas, one of Europe's largest private rail freight operators.

Logistics and supply chain

mid-size

Target: Third-party logistics providers (3PLs) and freight forwarders

If you are a logistics company losing cargo to road-only transport because intermodal terminals are too far away or too slow — this project built a system that enables container transfers at simple flat yards without cranes or reach stackers. The projected cost savings for users reach €100m in transshipment costs. This means you can offer competitive rail-road combined routes where none existed before, cutting both costs and CO2 emissions.

Port and terminal infrastructure

enterprise

Target: Intermodal terminal developers and operators

If you are a terminal operator or developer facing high capital costs for new intermodal facilities — this project's M-CTS technology requires 84% lower CAPEX compared to conventional crane-based terminals and uses space more efficiently. Instead of investing in reach stackers or gantry cranes, you deploy a flat-yard setup with the hydraulic transfer mechanism. The consortium projected accumulated revenues of €363m over 5 years post-project for the technology providers.

Frequently asked

Quick answers

What does M-CTS cost compared to traditional crane-based terminals?

The project reports 84% lower CAPEX for intermodal port infrastructure compared to conventional solutions. Traditional terminals require expensive reach stackers or vertical cranes, while M-CTS uses a hydraulic mechanism integrated into the trailer and wagon, eliminating the need for heavy lifting equipment entirely.

Can this handle standard container volumes at industrial scale?

M-CTS was designed for commercial-scale operations and was tested in real-life conditions with Lineas, a major European rail freight operator. The consortium projected accumulated revenues of €363m over 5 years post-project, indicating confidence in large-scale deployment across the freight market.

What is the IP situation — is this technology available for licensing?

The M-CTS solution is patented. The lead SME (SLG) developed it through a previous EU-funded project and holds the IP. The project included activities to secure Freedom to Operate (FTO) and finalize the business innovation plan, suggesting a clear licensing or commercial partnership model.

How fast is the container transfer compared to current methods?

M-CTS transfers a container between semi-trailer and train wagon 3 times faster than current solutions. The transfer is horizontal and seamless, meaning no vertical lifting is required, which eliminates both the time and safety overhead of crane operations.

Does M-CTS work with existing truck trailers and rail wagons?

The system is designed as a mechanism that integrates with semi-trailers and train wagons for horizontal transfer. The consortium included JOST, a world-class hydraulics manufacturer, and Lineas as a target user rail operator, suggesting the system was engineered for compatibility with real fleet equipment.

What are the environmental benefits?

M-CTS decreases CO2 emissions by eliminating the fuel consumption of reach stackers and vertical cranes at terminals. By making rail freight more accessible and cost-effective, it also enables more cargo to shift from road to rail, which is inherently lower-emission per ton-kilometer.

What support or partnership options exist?

The consortium includes Lineas Group (major rail freight operator, coordinator), SLG (technology developer, SME), and JOST (hydraulics manufacturer). The project ended in December 2021 with a final business innovation plan. Based on available project data, interested parties should contact the consortium through the project website.

Consortium

Who built it

This is a lean, 100% industry consortium of 4 partners across Belgium, Denmark, and the Netherlands — no universities or research organizations, which signals this is squarely focused on commercialization, not basic research. The coordinator is Lineas Group, the largest private rail freight operator in Europe, which means the end-user is literally at the table driving requirements. The technology developer SLG is an SME with deep domain knowledge, and JOST is a world-class hydraulics manufacturer handling the engineering. With 2 SMEs in the group and a major operator as anchor customer, the consortium is structured for market launch rather than academic exploration.

LINEAS GROUPCoordinator · BE
SAFE GREEN LOGISTICS A/Sparticipant · DK

How to reach the team

Lineas Group (Belgium) — major European rail freight operator. SciTransfer can facilitate a direct introduction to the project team.

Order a report on this consortium See LINEAS GROUP profile →

Next steps

Talk to the team behind this work.

Want to explore M-CTS for your freight operations or terminal network? SciTransfer can arrange a direct briefing with the technology team and provide a tailored assessment of fit for your routes and volumes.

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