DIOMIS Evolution of intermodal rail/road traffic in Central and Eastern Sandra Géhénot International Union of Railways Tel: +33 (0) 1 44 49 20 84 16, rue Jean Rey - F 75015 Paris Fax: +33 (0) 1 44 49 20 79 Tel: +33 (0) 1 44 49 20 20 European Countries by 2020 www.uic.org/diomis Fax: +33 (0) 1 44 49 20 29 e-mail: [email protected] www.uic.org
Slovakia
Developing Infrastructure & Operating Models for Intermodal Shift © ETF publication - 2009 December 2009 ISBN 978-2-7461-1736-5
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© Copyright - Paris, 2009 CONTENTS
1. Socio-economic information on Slovakia ...... 1
2. Current state of intermodal rail/road traffi c in Slovakia ...... 11 2.1 - Intermodal actors ...... 11 2.2 - Legal framework ...... 15 2.3 - Overview of total intermodal market ...... 15 2.4 - International unaccompanied traffi c ...... 16 2.5 - Equipment ...... 19 2.6 - Rail and intermodal terminal infrastructure ...... 20 2.7 - Conclusions ...... 24
3. Evolution of intermodal rail/road traffi c in Slovakia until 2020 ...... 25 3.1 - Recent developments until 2009 ...... 25 3.2 - Projections of national transport policy ...... 26 3.3 - Analysis of impact factors ...... 28 3.4 - Evolution of total intermodal rail/road traffi c by 2020 ...... 31
4. Impact of evolution of intermodal traffi c on infrastructure ...33 4.1 - Impact on rail network capacity ...... 33 4.2 - Impact on terminal capacity ...... 36
5. Recommendations on intermodal strategy...... 39
List of Figures ...... 42 FOREWORD
In January 2008, the Combined Transport Group of the UIC presented the AGENDA 2015 FOR COMBINED TRANSPORT IN EUROPE, which constituted the epitome of the work carried out over two years in the UIC DIOMIS project: developing infrastructure and operating models for intermodal shift.
Previously, with KombiConsult and K+P Transport Consultants, we investigated whether enough capacity would be available for Combined Transport (CT) on the European railway infrastructure by 2015 considering the expectations placed on Rail Freight and particularly on Combined Transport. In other words, given the most realistic growth projections, taking into account the foreseeable evolutions of the other Railway activities and visualising, on the basis of the current and planned infrastructure realisations and projects, the railway infrastructure available in 2015, would there be suffi cient and appropriate infrastructure? If not, what should be done, in terms of investments and organisations, including those related to terminals?
It was shown that severe bottlenecks would constrain many parts of the European railway network and that, in all fi elds (infrastructure network, operations, terminals, …), there was a need for innovative solutions leading to a deep re-evaluation of our current infrastructure and operating models.
A recent update of our growth projections for CT, in the light of the present recession, indicates that, despite the current traffi c downturn caused by the recession, CT will have grown considerably by 2015, compared to 2005, and that, with unchanged methods of production and without considerable improvements in productivity, we will still be faced, on the central part of the European network covered by the initial phase of DIOMIS, with severe capacity constraints in the fi eld of railway infrastructure, CT terminals and even wagons. DIOMIS established that CT has become the growth business segment of freight railways and provides the opportunity to increase the market share of rail freight in Europe. However, considering the prospective capacity constraints that were identifi ed by 2015, DIOMIS considered how the stakeholders, i.e. railways undertakings, operators and terminal managers, besides inevitable infrastructure expansions, can, within the projected infrastructure constraints, increase capacity and optimize capacity use in order to face the expected strong growth of combined transport of 7,3 % domestic and 8,7 % internationally ?
The results published in this AGENDA 2015 FOR COMBINED TRANSPORT IN EUROPE constituted a call for action for all the decision makers of the stakeholders (Railway Undertakings, Combined Transport Operators, Terminal Managers, Infrastructure Managers etc. ), including national and supranational authorities and port authorities. The ambition of AGENDA 2015 is to become an integral part of their respective strategies.
The second phase of DIOMIS, covering 2008-9, has ensured the full dissemination of AGENDA 2015 and updated the overall detailed report on Combined Transport (CT).
Most importantly, it expanded to a number of Central and Eastern European Countries (CEEC) the geographical scope and the investigation methods of DIOMIS. The countries investigated in the course of this second phase were Bulgaria, Croatia, the Czech Republic, Hungary, Poland, Romania, Slovakia, and Slovenia.
For each of these countries, the team identifi ed the current situation of CT, its challenges and prospects, the prospective capacities of the railway infrastructure and of the CT terminals, and the related investment plans and needs. The impact of the current recession, that is hitting hard some of the countries involved, was also taken into account. The result is a set of comprehensive reports, constituting for the deciders in these countries, and for the stakeholders of CT interested in developing CT business within and in relation with the CEEC countries, and in conjunction with AGENDA 2015, a precious information source but, even more importantly, also a useful analytical and decision tool.
As was the case for the other DIOMIS 1 and 2 modules, KombiConsult and K+P Transport Consultants carried out the work and prepared these reports. We are very thankful to Hans- Paul Kienzler, from K+P Transport Consultants, and to Rainer Mertel, from KombiConsult , and their respective teams.
DIOMIS was also coached by a very active Steering Committee, composed of Martin Burkhardt (Director General UIRR), Javier Casanas (Trenitalia, partim), Gerard Dalton (Infrastructure Director of UIC), Gilberto Galloni (Chairman Europlatforms), Sandra Géhénot (Senior Freight Advisor UIC), Eric Peetermans (SNCB Holding, Chairman CTG UIC), Eric Pfaffmann (DB Intermodal), Erich Rohrhofer (Head of Combined Transport, RailCargo Austria), Daniel Molcan (Head of Combined Transport, CD Cargo) and Oliver Sellnick (Freight Director UIC).
Our dearest wish is now that these papers be integrated into the strategies of the stakeholders and we are confi dent that all parties concerned will share our excitement at this perspective and will co-operate to this achievement. We certainly remain available to discuss with the interested parties the results and prospects detailed in these reports.
Eric Peetermans Oliver Sellnick Chairman Director Freight UIC Combined Transport Group (CTG) UIC
December 2009 1. SOCIO-ECONOMIC INFORMATION ON SLOVAKIA
Among the CEE states covered by this DIOMIS study, the Republic of Slovakia is, after Slovenia, the second smallest country (area). Its maximum extensions reach 410 km, from east to west, and 190 km from north to south (see also Figure 1-1). In Slovakia 5,455,407 (July 2008) inhabitants live on a surface of 49,035 km² (=110 inhabitants per km²).
Figure 1-1: Slovakia
Source: Website mygeo info
1 EVOLUTION OF INTERMODAL RAIL/ROAD TRAFFIC IN CENTRAL AND EASTERN EUROPE COUNTRIES BY 2020
Slovakia is a mountainous region, which actually hampers traffi c, in particular in the north- south direction. Only two cities have more than 100,000 inhabitants: Bratislava (424,000) and Košice (235,000). The number of inhabitants of the other major cities (Prešov, Nitra, Žilina, Banská Bystrica, Trnava) is between 70,000 and 90,000.
Bratislava, the capital and economic centre, is located less than 80 kilometres from Vienna and 330 km from Prague. Slovakian economic centres are clearly concentrated in the western parts of the country (corridor Bratislava – Žilina). In the eastern part, the only economic centre is Košice, where the US Steel plant with 15,000 workers is by far the dominant economic factor.
The Bratislava region alone generates 25 % of the Slovakian GDP and achieves approximately 140 % of the average GDP in the EU, making this region the second richest region in all CEE countries, after Prague. This is certainly due to the fact that after the fall of the iron curtain big multinational companies, in particular of the service industry (banking sector), were using Bratislava as a “bridgehead” to the CEE countries, profi ting from the proximity to Vienna.
The relatively low average wages in Slovakia attracted especially the automotive industry (production plants are located in Žilina (KIA), Trnava (PSA), Bratislava (VW)), which has become the most important production sector. In proportion to the number of inhabitants, Slovakia is the biggest automotive producer worldwide.
Nevertheless, Slovakia suffers from the disparity between the highly developed western region and the poorer eastern parts. According to the Slovakian Central Statistical Offi ce, the eastern regions generated only 20.8 % of the national GDP in 2005 (thereof 12 % the Košice region). The western regions (including Žilina), on the other hand, generated 70.8 % of the GDP in the same period.
This disparity explains why, according to Figure 1-2, Slovakia ranks only on the third last place after Croatia and before Romania and Bulgaria regarding GDP per capita. Figure 1-2 presents a comparative overview of the most important socioeconomic key fi gures for Slovakia and the other CEE countries covered by the DIOMIS study.
2 SLOVAKIA Figure 1-2: Comparative socio-economic fi gures for Slovakia and the other CEE countries of the DIOMIS project in 2006
Bulgaria Croatia Czech Republic Hungary Poland Romania Slovak Republic Slovenia Geography
Area 100,994 km² 56,542 km² 78,866 km² 93,030 km² 312,685 km² 238,391 km² 49,034 km² 20,253 km² Population 7,700,000 4,560,000 10,200,000 10,100,000 38,100,000 21,600,000 5,400,000 2,000,000 Pop. density 69 Persons/km² 81 Persons/km² 130 Persons/km² 108 Persons/km² 122 Persons/km² 90 Persons/km² 110 Persons/km² 99 Persons/km² Economy
GDP 19 billion € 26.4 billion € 78 billion € 66.9 billion € 228 billion € 57.4 billion € 29.9 billion € 25.9 billion € GDP per capatia 2.475 € 5.796 € 7.631 € 6.642 € 5.988 € 2.661 € 5.539 € 12.940 € Infrastructure
Road network 37,300 km 28,400 km 128,000km 161,000 km 380,000 km 79,500 km 17,800 km 38,500 km of which motorways 324 km 792 km 564 km 542 km 552 km 316 km 483 km Rail network 4,320 km 2,730 km 9,610 km 7,670 km 20,300 km 11,100 km 3,660 km 1,200 km Inland waterways 470 km 933 km 664 km 1.440 km 3.640 km 1,780 km 172 km Source: progtrans
To sum up, Slovakia, in particular the western parts, belongs to the most economically developed CEE countries and benefi ts from an economic and political stability, which has been reinforced by the accession to the EURO zone on January 1st 2009.
In 2007, Slovakia’s GDP was mainly generated by the industrial sector (the processing industry alone generated approx. 35 % of the GDP) and the service industry (approx. 60 %) (Figure 1-3).
Figure 1-3: Share of GDP by categories of resources in 2007
Agriculture; 4,6 % Real Estate; 9,9 % Mining; 0,4 %
Transport; 5,7 %
Hotel and Restaurant Industry; 1,1 %
Processing Industry; Trade; 13,9 % 35,4 %
Construction; 6,5 % Energy Supply; 2,6 %
Source: German-Slovakian Chamber of Commerce, Slovakian Central Statistical Offi ce
3 EVOLUTION OF INTERMODAL RAIL/ROAD TRAFFIC IN CENTRAL AND EASTERN EUROPE COUNTRIES BY 2020
Slovakia’s economy is to a large extent dependent on the external trade. As is shown by Figure 1-4 hereafter, the foreign trade of Slovakia trebled between 1995 and 2007. In monetary terms overall import and export is relatively balanced, with a slight defi cit in the balance of payment in the period between 2000 and 2006, whereas 2007 fi gures show a balanced situation. Figure 1-4: Development of Export / Import 1995-2007 in billion Euros (2000 prices)
40
35 35,5 35,5
30 30,7 29,8
25 26,1 24,7
20
16,1 15 15,5 billion Euro at 2000 prices
10 10,1 9,8
5
0 1995 2000 2005 2006 2007 Export Import
Source: progtrans
The following Figures 1-5 and 1-6 present the commodity structure in monetary terms of imported and exported goods in 2007. Road vehicles, other transport equipment and machinery represent nearly 50 % of total imports. Together with manufactured goods and articles these stand for more than 70 % of all imported goods.
Figure 1-6 emphasizes even more the dependency on the automotive industry and the related sectors. Exports of road vehicles alone amount to approx. 30 % of total exports. More than 50 % of all exports concern the sectors automotive, transport equipment and machinery, directly or indirectly.
This dependency on the automotive industry has become a major threat for the national economy of Slovakia and the resulting demand of transport, in particular during the current economic crisis.
4 SLOVAKIA Figure 1-5: Share of imported goods by main commodities in 2007 in monetary terms
Food and live animals; 4,3 % Others; 15,6 % Chemicals and related products; 8,7 %
Miscellaneous manufactured articles; Manufactured goods ; 10,4 % 17,4 %
Road vehicles; 13,7 %
Machinery and transport equipment; 29,9 %
Source: German-Slovakian Chamber of Commerce, Slovakian Central Statistical Offi ce
Figure 1-6: Share of exported goods by main commodities in 2007 in monetary terms
Others; 2,6 % Food and live animals; 3,3 % Mineral fuels, lubricants Miscellaneous and related materials; manufactured articles; 4,9 % 9,2 %
Chemicals and related products; 4,9 %
Manufactured goods ; 21,4 % Road vehicles ; 29,4 %
Machinery and transport equipment; 24,3 %
Source: German-Slovakian Chamber of Commerce; Slovakian Central Statistical Offi ce
5 EVOLUTION OF INTERMODAL RAIL/ROAD TRAFFIC IN CENTRAL AND EASTERN EUROPE COUNTRIES BY 2020
Figure 1-7 fi nally presents Slovakia’s most important foreign trade partners in 2008. It becomes obvious that Germany plays a major role: One quarter of the Slovakian foreign trade is done with Germany. The Czech Republic and Russia represent other 15 % each, followed by Korea and China (nearly 8 % each). The high rank of Korea is due to the KIA activities in Žilina. The remaining part concerns other European countries, i.e. Hungary, France, Poland, Italy and Austria.
Figure 1-7: Share of main foreign trade partners of Slovakia by 2008
Austria; 4,0 % Italy; 5,1 % Poland; 5,3 % Germany; 27,1 % France; 5,5 %
Hungary; 6,9 %
China; 7,8 %
Czech Republic; 15,5 % Korea; 7,9 %
Russia; 14,9 %
Source: German-Slovakian Chamber of Commerce; Slovakian Central Statistical Offi ce
The German-Slovakian Chamber of Commerce has recently carried out a SWOT analysis of the Slovakian national economy. Figure 1-8 below presents an extract of the results, as far as they are of interest in the context of the DIOMIS project.
6 SLOVAKIA Figure 1-8: SWOT Analysis of the Slovakian economy (extract)
Strengths Weaknesses
Strong increase in economic performance Strong dependency on exports Favourable production costs Shortage of skilled workers and high fl uctuation Highly skilled and motivated workforce Lack of effi cient infrastructure in middle High availability of local suppliers and eastern Slovakia
Opportunities Threats
Bridgehead for Eastern Europe High dependency on export Cost-effi cient industrial real estate Too much focussed on automotive industry High availability of industrial surfaces Ongoing shortage of skilled workers and rapidly increasing wages Increasing imbalances between eastern and western Slovakia
Source: German-Slovakian Chamber of Commerce; Germany Trade& Invest
To summarize the analysis of the Slovakian national economy, Slovakia on the whole is well developed and economically and politically stable, and offers good opportunities for the future. Nevertheless, the crisis revealed that Slovakia’s dependency on the export- dependent automotive industry is increasingly becoming a threat.
7 EVOLUTION OF INTERMODAL RAIL/ROAD TRAFFIC IN CENTRAL AND EASTERN EUROPE COUNTRIES BY 2020
With regard to the traffi c infrastructure in Slovakia, Figure 1-2 above presents the following key fi gures: