Development of Railway Transport of Chemicals in Slovakia in Relation to Adjacent Countries and Prepared Combined Transport Terminals

ChemLog – Chemical Logistics Cooperation in Central and Eastern Europe

Chemical Logistics Cooperation in Central and Eastern Europe

Feasibility Study

DEVELOPMENT OF RAILWAY TRANSPORT OF CHEMICALS IN SLOVAKIA IN RELATION TO ADJACENT COUNTRIES AND PREPARED COMBINED TRANSPORT TERMINALS

Date: October 2010

Partner: ZVÄZ CHEMICKÉHO A FARMACEUTICKÉHO PRIEMYSLU SLOVENSKEJ REPUBLIKY ASSOCIATION OF CHEMICAL AND PHARMACEUTICAL INDUSTRY OF THE SLOVAK REPUBLIC

Authors: Prof. Ing. Jozef Gnap, PhD., Prof. Ing. Marián Šulgan, PhD., Prof. Ing. Jozef Majerčák, prof. Ing. Libor Ižvolt, PhD. , Doc. Ing. Jozef Gašparík, PhD., Ing. Juraj Jagelčák, PhD. , Ing. Ján Ližbetin, PhD.

www.chemlog.info ChemLog – Chemical Logistics Cooperation in Central and Eastern Europe

This project is implemented through the CENTRAL EUROPE Programme co‐financed by the ERDF. Any liability for the content of this publication lies with the authors. The European Commission is not responsible for any use that may be made of the information contained herein. www.central2013.eu

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

FEASIBILITY STUDY Development of railway transport of chemicals in Slovakia in relation to adjacent countries and prepared combined transport terminals

CHEMLOG PROJECT PARTNER ZVÄZ CHEMICKÉHO A FARMACEUTICKÉHO PRIEMYSLU SLOVENSKEJ REPUBLIKY ASSOCIATION OF CHEMICAL AND PHARMACEUTICAL INDUSTRY OF THE SLOVAK REPUBLIC

PREPARED BY: Prof. Ing. Jozef Gnap, PhD., Prof. Ing. Marián Šulgan, PhD., Prof. Ing. Jozef Majerčák, PhD., prof. Ing. Libor Ižvolt, PhD., Doc. Ing. Jozef Gašparík, PhD., Ing. Juraj Jagelčák, PhD. , Ing. Ján Ližbetin, PhD. University od Žilina, Faculty of Operation and Economics of Transport and Communications October 2010 © Association of chemical and pharmaceutical industry of the Slovak republic, University of Žilina, 2010

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Content Introduction ...... 6 1. Chemical industry in Slovakia and international trade ...... 6 1.1. International trade ...... 8 2. Bans for transport of dangerous goods in Slovakia and possibilities of rail and intermodal transport ...... 18 2.1. Classification of tunnels in Slovakia...... 20 3. Intermodal transport equipments for chemical industry ...... 22 4. Intermodal transport in Slovakia and in relation to Europe ...... 28 4.1. Performances in intermodal transport in Slovakia ...... 28 4.2. Present intermodal terminals in Slovakia ...... 29 4.2.1 Intermodal terminal Dobrá ...... 30 4.2.2. Intermodal terminal Bratislava ÚNS ...... 30 4.2.3. Intermodal terminal Bratislava - Pálenisko ...... 31 4.2.4 Intermodal terminal Žilina ...... 32 4.2.5 Intermodal terminal Košice ...... 33 4.2.6 Intermodal terminal Košice – Veľká Ida ...... 34 4.2.7 Intermodal terminal Dunajská Streda ...... 35 4.2.8. Intermodal terminal Sládkovičovo ...... 36 4.2.9. Characteristics of terminals out of order ...... 37 4.3. Planned intermodal terminals in Slovakia at the state level ...... 42 4.3.1. Intermodal terminal Žilina – Teplička ...... 42 4.3.2 Intermodal terminal Košice ...... 44 4.3.3 Intermodal terminal Bratislava...... 45 4.3.4. Intermodal terminal Leopoldov ...... 46 4.3.5 Operational Programme Transport – Intermodal transport infrastructure ...... 47 4.4. Multimodal transport corridors and their impact on the solved issue ...... 48 5. Possibilities of using the Eastern Slovak Transshipment Yards for the development of rail and intermodal transport of chemicals ...... 50 5.1. Possibilities of using chemical fluids transfer in Čierna nad Tisou ...... 51 5.2. Possibilities of using transhipment station in Dobrá for transcontinental transport ...... 54 5.3. Support of intermodal transport in Slovakia: ...... 55 5.3.1. Zákon č. 514/2009 Z.z. o doprave na dráhach (Act No. 514/2009 Coll. on Railway Transport) ...... 55 5.3.2. Maximum allowable dimensions and weights of road vehicles ...... 56 5.3.3 Zákon č. 8/2009 Z.z. o cestnej premávke (Act No. 8/2009 Coll. on Road Traffic) ...... 56 5.3.4. Zákon 582/2004 o miestnych daniach a miestnom poplatku za komunálne odpady a drobné stavebné odpady (Act No. 582/2004 Coll. on Local Taxes and Local Charges for Municipal and Minor Construction Waste) ...... 57 5.3.5. Regulation (EC) No 1692/2006 as amended by Regulation (EC) 923/2009 ...... 57 5.4. Support of intermodal transport in the Czech Republic ...... 57

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6. Support of the development of chemical transportations in the railway sector ...... 59 6.1. Issue of the access to railway infrastructure ...... 59 6.1.1. Report of the timetable ...... 60 6.1.2. Charging of access to railway infrastructure ...... 61 6.2. Innovation of forming of trains on ŽSR ...... 68 6.2.1. The current situation of single wagon consignments in the Slovak Republic ...... 69 7. Proposed development of intermodal transport in the Slovak Republic in relation to neighboring countries and prepared terminals ...... 73 8. Comparison of the cost ratio of railway, road and intermodal transport ...... 77 8.1. Transportation of chemical substances in IBC containers by road and railway transport . 77 8.1.1. Domestic and international transport according to the TR1 ...... 77 8.1.2. Special transit prices ČD Cargo – ZSSK Cargo for consignments of Ukraine - Germany and vice versa ...... 81 8.2. Summary in relation to the transport of dangerous goods ...... 82 9. Feasibility of selected projects and measures ...... 83 Literature...... 87 List of abreviations ...... 89 Annex of the study on CD ...... 90

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Introduction

Within the frame of doing SWOT analysis of transporting chemicals in Slovakia, there were formulated problems relating to transport logistic, in the project ChemLog:

• mountainous terrain in Slovakia – high infrastructure costs – bridges, tunnels • congested road network, traffic jams • not sufficient network of highways, expressways, rail corridors and modern multimodal terminals  inland navigation possible only on Danube, as part of Rhine – Main – Danube Canal, with seasonal and local restrictions  inland state – no direct access to the sea  not existing classification of tunnels according to ADR (the transport of dangerous goods is banned in all tunnels) and new bans are introduced in transporting of dangerous goods on the important international transit roads, which have the impact to reducing the safety and efficiency of transporting dangerous goods in road freight transport.  Constructions of public intermodal transport terminals

This created conditions for rail and intermodal transport of chemicals. Therefore, the study of viability is focused on “Development of railway transport of chemicals in Slovakia in relation to adjacent countries and prepared combined transport terminals1.”

1. Chemical industry in Slovakia and international trade Chemical industry is mainly located in Western Slovakia around Bratislava. This industry was built as a part of eastern chemical industry based on Russian supplies. Big chemical companies use supplies carried via pipeline network of crude petroleum Družba and natural gas. Small companies usually use supplies of raw material from Europe.

The area of basic chemicals is represented by the companies as Slovnaft Bratislava, Duslo Šaľa, Novácke chemické závody and Chemko Strážske.

In Bratislava as a business centre of Slovakia there are several chemical companies as refinery Slovnaft and Duslo – Istrochem.

Several companies e.g. Duslo a.s. Šaľa, Chemolak Smolenice, Zentiva Hlohovec, Slovkord Senica are located in western Slovakia.

Middle part of Slovakia is represented by NCHZ Nováky, Petrochema Dubová, Chemosvit Fólie Svit, Matador Continental Púchov.

1 Given the well-established terminology of Ministry of Transport, Construction and Regional Development of the Slovak Republic, in the next part oft he study, we will use the term intermodal transport. 6

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Eastern part of Slovakia is represented by Chemko Strážske, Chemes Humené, Diakol Stážske, Duslo Hnojivá Strážske.

The area of waste processing is represented by Detox Banská Bystrica, MACH trade Sereď and Sita Slovensko. Paints, varnishes and similar coatings are represented by Chemolak Smolenice, SlovZink Košeca, Farbol Bratislava, EuroVat Alekšince, Primalex Slovakia Dolný Kubín, Pam-ak Chorvátsky Grob, Inex Bratislava. Primalex Slovakia, Novochema Levice, Pharmaceutical industry is represented by Zentiva Hlohovec and Degussa Slovakia Slovenská Ľupča. The biggest Slovak pharmaceutical producer - Zentiva Hlohovec is the part of the corporation Zentiva. The biggest chemical company in Slovakia is refinery SLOVNAFT, a.s. located in Bratislava. The company core business is production, warehousing, wholesale and retail sales and distribution. SLOVNAFT Plc. dispose with the largest retail network in SK offering top quality motor fuels and lubricants as well as related customer services. After intensive modernisation is these refinery very flexible and one of the tree most modern refineries in Europe. Installed conversion processes and high-density deep desulfurization allow produce of only sulphur- free fuels. Duslo a.s. Šaľa is oriented on processing of natural gas to ammonia, urea, fertilizer based on ammonium nitrate and other inorganic nitrogen products. Within organic chemistry there are rubber industry chemicals, glues, agrochemicals, glues, dispersions, polypropylene fibres. Duslo as a part of AGROFERT Holding is a part of the second biggest producer and distributor of fertilizers. In Bratislava, there is located former company Istrochem, which is now fully integrated into the organizational structure of Duslo a.s. This company produces rubber additives and agrochemicals. In the area of the former company Istrochem is located branch office of the company Explozia Pardubice (continuator of the Alfred Nobel tradition) as producer industrial explosives.

NCHZ Nováky are focused on processing industrial salt by electrolysis to products of inorganic chemistry (chlorine, sodium hydroxide, hydrogen, hydrochloric acid). In the field of inorganic chemistry, NCHZ Nováky are the most important exporter of the calcium carbide, next in the field of organic chemistry, they produce PVC and PVC products (window profile, siding, granulation products) and also some products of organic chemistry and polyols.

Chemko is located in Strážske and in it`s area there are located several companies - Chemza, Diakol, Duslo Hnojivá. Distribution of chemicals represent Brenttag Slovakia, BASF Slovensko, Messer Tatragas, SIAD Slovensko, Safina Slovensko.

The start of the Millennium has brought new challenges as significant increase in competition from Asia, strong globalization trends, strengthening of the Slovak crown course, strong growth of the Slovak automotive and electronics industries, thanks to the state support too. Production volume of chemical industry compared to named fields did not increase a lot, so the proportion of chemical and pharmaceutical industry decreased from 17,2 % in 2000 to 15 % of Slovak industry turnover in 2006. Similarly, the number of workers dropped from 18 791 to 11 573 in years 2000-2006 in the field of

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chemicals and chemical products production. Share of export dropped from 26,7 % in 2000 to 23,1 % in 2006. At present, the chemical industry tries to keep its position in intensification international competition, strict chemical legislation and total despite of the public to chemistry. Actual crisis threatens chemical industry by decrease in sales and drop in prices of products. Chemical industry is developing as a supplier of plastics and rubber products for the evolving branches of automotive and building industry.

Fig. 1 Member firms ZCHFP SR

1.1. International trade The data for international trade are available in Slovakia only according to TARIC. Following TARIC chapters are presented for chemical industry.

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Chapter Name

27 MINERAL FUELS, MINERAL OILS AND PRODUCTS OF THEIR DISTILLATION; BITUMINOUS SUBSTANCES; MINERAL WAXES

28 INORGANIC CHEMICALS; ORGANIC OR INORGANIC COMPOUNDS OF PRECIOUS METALS, OF RARE-EARTH METALS, OF RADIOACTIVE ELEMENTS OR OF ISOTOPES

29 ORGANIC CHEMICALS

30 PHARMACEUTICAL PRODUCTS

31 FERTILISERS

32 TANNING OR DYEING EXTRACTS; TANNINS AND THEIR DERIVATIVES; DYES, PIGMENTS AND OTHER COLOURING MATTER; PAINTS AND VARNISHES; PUTTY AND OTHER MASTICS; INKS

33 ESSENTIAL OILS AND RESINOIDS; PERFUMERY, COSMETIC OR TOILET PREPARATIONS

34 SOAP, ORGANIC SURFACE-ACTIVE AGENTS, WASHING PREPARATIONS, LUBRICATING PREPARATIONS, ARTIFICIAL WAXES, PREPARED WAXES, POLISHING OR SCOURING PREPARATIONS, CANDLES AND SIMILAR ARTICLES, MODELLING PASTES, ‘DENTAL WAXES’ AND DENTAL PREPARATIONS WITH A BASIS OF PLASTER

35 ALBUMINOIDAL SUBSTANCES; MODIFIED STARCHES; GLUES; ENZYMES

36 EXPLOSIVES; PYROTECHNIC PRODUCTS; MATCHES; PYROPHORIC ALLOYS; CERTAIN COMBUSTIBLE PREPARATIONS

37 PHOTOGRAPHIC OR CINEMATOGRAPHIC GOODS

38 MISCELLANEOUS CHEMICAL PRODUCTS

39 PLASTICS AND ARTICLES THEREOF

40 RUBBER AND ARTICLES THEREOF

54 MAN-MADE FILAMENTS; STRIP AND THE LIKE OF MAN-MADE TEXTILE MATERIALS

55 MAN-MADE STAPLE FIBRES

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Fig. 2: Chemicals export

Fig. 3: Chemicals import

Tab. 1 Share of chemicals export from GDP

Export quota in % 2000 2001 2002 2003 2004 2005 2006 2007 2008 Manufacture of chemicals and chemical products TARIC 28-38,54,55 5,49 5,53 5,15 4,07 3,98 3,93 3,93 2,93 2,65 Manufacture of plastic and rubber products TARIC 39,40 4,46 4,59 4,83 4,68 4,72 4,99 5,20 4,50 3,66

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Tab. 2 Share of chemicals export in the total Slovakia exports

Export quota in % 2000 2001 2002 2003 2004 2005 2006 2007

Manufacture of chemicals and chemical 6,63% 6,41% 6,18% 4,50% 4,54% 4,60% 4,28% N/A products TARIC 28-38,54,55 Manufacture of plastic and rubber 5,39% 5,32% 5,80% 5,18% 5,38% 5,84% 5,66% N/A products TARIC 39,40

Tab. 3 Import of chemicals in Mio EUR - SLOVAKIA

Import of chemicals in Mio EUR TARIC 2000 2001 2002 2003 2004

Manufacture of refined petroleum products 27 3432,9 3607,4 3328,8 3302,8 3940,5

Manufacture of basic chemicals 28,29 601,6 608,1 583,1 552,7 623,8

Manufacture of pesticides and other agro-chemical products 31 28,2 33,4 32,1 26,3 39,5

Manufacture of paints, varnishes and similar coatings, printing ink and mastics 32 176,1 194,5 208,8 222,8 249,9

Manufacture of pharmaceuticals, medicinal chemicals and botanical products 30 532,5 627,2 709,4 709,3 895,4

Manufacture of soap and detergents, cleaning and polishing preparations, perfumes and toilet preparations 33,34 190,7 231,2 250,4 250,8 291,5

Manufacture of other chemical products 35,36,37,38 292,5 356,0 395,3 362,1 386,4

Manufacture of man-made fibres 54,55 223,1 265,8 270,0 262,6 255,8

Manufacture of chemicals and chemical products 28- 38,54,55 2044,6 2316,1 2449,1 2386,6 2742,1

Manufacture of rubber products 40 283,0 331,8 417,8 557,3 585,8

Manufacture of plastic products 39 734,8 897,6 1094,1 1335,0 1403,0

Manufacture of plastic and rubber products 39,40 1017,8 1229,3 1511,9 1892,3 1988,8

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Continuation of the table

Import of chemicals in Mio EUR TARIC 2005 2006 2007 2008

Manufacture of refined petroleum products 27 4664,0 5882,2 5350,9 6535,8

Manufacture of basic chemicals 28,29 715,4 809,7 773,7 742,4

Manufacture of pesticides and other agro-chemical products 31 39,3 54,6 78,9 140,6

Manufacture of paints, varnishes and similar coatings, printing ink and mastics 32 269,9 330,8 330,5 316,3

Manufacture of pharmaceuticals, medicinal chemicals and botanical products 30 985,9 1074,1 1147,7 1236,0

Manufacture of soap and detergents, cleaning and polishing preparations, perfumes and toilet preparations 33,34 319,3 335,2 362,5 370,6

Manufacture of other chemical products 35,36,37,38 422,9 462,0 532,8 530,2

Manufacture of man-made fibres 54,55 248,6 260,0 241,0 195,6

Manufacture of chemicals and chemical products 28-38,54,55 3001,3 3326,4 3467,1 3531,7

Manufacture of rubber products 40 615,5 744,8 837,4 847,0

Manufacture of plastic products 39 1498,4 1814,3 1942,9 2005,0

Manufacture of plastic and rubber products 39,40 2113,9 2559,2 2780,4 2852,1

Source: Statistical office of the Slovak Republic – Data for 2007, 2008 are preliminary data

Fig. 4 IMPORT – Manufacture of chemicals and chemical products

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The continuous increase of import of chemical to Slovakia from 2000 is notable. The development of the industry requires more chemical imports. Basic chemicals and pharmaceuticals have the highest share.

IMPORT - Manufacture of plastic and rubber products

3 000,0

2 500,0

2 000,0

1 500,0 Mil. EUR Mil. 1 000,0

500,0

0,0 2000 2001 2002 2003 2004 2005 2006 2007 2008

Manufacture of rubber products**** Manufacture of plastic products*****

Fig. 5 IMPORT – Manufacture of plastic and rubber products

There is a continuous increase of especially plastic products import in this segment. Because of development of automotive industry in recent years, there is a need for more imports of plastics.

Tab. 4 Export of chemicals in Mio EUR

Export of chemicals in Mio EUR TARIC 2000 2001 2002 2003 2004

Manufacture of refined petroleum products 27 1273,9 1336,6 1311,6 1381,8 1910,5

Manufacture of basic chemicals 28,29 526,8 526,5 521,9 426,9 465,9

Manufacture of pesticides and other agro-chemical products 31 88,1 107,9 91,8 97,8 124,9

Manufacture of paints, varnishes and similar coatings, printing ink and mastics 32 15,9 17,3 13,5 12,5 14,5

Manufacture of pharmaceuticals, medicinal chemicals and botanical products 30 114,4 141,7 150,3 143,2 178,0

Manufacture of soap and detergents, cleaning and polishing preparations, perfumes and toilet preparations 33,34 74,8 89,4 91,8 84,6 86,6

Manufacture of other chemical products 35,36,37,38 97,6 117,2 161,2 142,9 150,3

Manufacture of man-made fibres 54,55 290,5 300,2 308,0 292,5 332,5

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Export of chemicals in Mio EUR TARIC 2000 2001 2002 2003 2004

Manufacture of chemicals and chemical products 28- 38,54,55 1208,1 1300,2 1338,5 1200,5 1352,7

Manufacture of rubber products 40 333,1 434,3 559,3 653,2 755,6

Manufacture of plastic products 39 648,0 644,4 695,7 728,2 847,9

Manufacture of plastic and rubber products 981,1 1078,8 1255,0 1381,5 1603,5

Continuation of the table

Export of chemicals in Mio EUR TARIC 2005 2006 2007 2008

Manufacture of refined petroleum products 27 2236,6 2408,1 2301,7 2589,1

Manufacture of basic chemicals 28,29 515,1 542,7 513,2 524,9

Manufacture of pesticides and other agro- chemical products 31 126,7 132,9 138,4 201,9

Manufacture of paints, varnishes and similar coatings, printing ink and mastics 32 25,3 151,7 77,8 66,4

Manufacture of pharmaceuticals, medicinal chemicals and botanical products 30 245,1 261,6 247,5 265,2

Manufacture of soap and detergents, cleaning and polishing preparations, perfumes and toilet preparations 33,34 100,0 113,2 118,9 186,1

Manufacture of other chemical products 35,36,37,38 177,0 202,1 203,0 217,2

Manufacture of man-made fibres 54,55 324,2 345,5 308,7 258,2

Manufacture of chemicals and chemical products 28-38,54,55 1513,4 1749,7 1607,5 1719,8

Manufacture of rubber products 40 850,4 924,8 933,3 945,3

Manufacture of plastic products 39 1070,1 1389,6 1530,9 1425,2

Manufacture of plastic and rubber products 39,40 1920,5 2314,4 2464,2 2370,5

Source: Statistical office of the Slovak Republic – Data for 2007, 2008 are preliminary data

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Fig. 6: EXPORT – Manufacture of chemicals and chemical products

The biggest share of chemicals and chemical products export has manufacture of basic chemicals, manufacture of pharmaceuticals, medicinal chemicals and botanical products and manufacture of man-made fibres.

Fig. 7 IMPORT – Manufacture of plastic and rubber products There is an increasing trend with a slight decrease in 2008 in this sector. The most dominating share has manufacture of plastic products.

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Tab. 5: Geographic breakdown of chemicals export in %

Geographic 2000 2001 2002 2003 2004 2005 2006 2007 2008 breakdown of chemicals export in % EU 27 87,42 88,10 88,95 89,70 88,36 86,94 87,65 88,68 88,62 EU 15 40,10 42,73 47,29 49,02 48,56 46,05 47,26 48,42 46,58 Estonia, Latvia, Lithuania, Malta, Poland, Slovenia, Czech Republic, Hungary, Cyprus 44,81 42,81 38,96 37,97 37,06 37,88 37,68 37,37 39,19 Bulgaria, Romania 2,51 2,56 2,70 2,70 2,74 3,01 2,72 2,89 2,86 Rest of Europe 5,37 5,30 5,08 4,92 5,93 6,75 7,12 7,44 7,51 NAFTA (USA, Canada, Mexico) 2,92 2,31 1,92 1,83 2,10 1,97 1,24 0,87 0,66 Latin America and the Caribbean 0,38 0,32 0,25 0,20 0,29 0,34 0,33 0,33 0,42 Asia 3,40 3,48 3,09 2,79 2,74 3,39 3,10 2,08 2,11 Africa 0,29 0,35 0,56 0,38 0,45 0,48 0,52 0,56 0,63 Australia / Oceania 0,22 0,15 0,15 0,19 0,14 0,13 0,05 0,05 0,05 Source: Statistical office of the Slovak Republic – Data for 2007, 2008 are preliminary data. Geografic breakdown of chemicals export is for TARIC codes – 28-40, 54-55

Fig. 8 Geografic breakdown of chemicals export for TARIC codes – 28-40. 54,55 More than 90 % of all export of chemicals is to European countries with more than 40 % to EU 15.

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Tab. 6 Geographic breakdown of chemicals import in %

Geographic breakdown of 2000 2001 2002 2003 2004 2005 2006 2007 2008 chemicals import in %

EU 27 85,04 84,81 84,49 85,03 84,16 85,17 83,35 82,46 81,93 EU 15 59,22 61,04 62,30 62,92 60,83 58,40 55,07 55,05 55,01 Estonia, Latvia, Lithuania, Malta, Poland, Slovenia, Czech Republic, Hungary, Cyprus

25,50 23,56 21,91 21,85 22,93 26,45 27,96 27,04 26,52 Bulgaria, Romania 0,32 0,21 0,27 0,25 0,40 0,32 0,31 0,37 0,40 Rest of Europe 7,04 7,01 6,42 5,82 5,67 5,56 6,22 6,37 6,35 NAFTA (USA, Canada, Mexico) 2,79 2,80 3,00 2,63 2,47 2,09 1,97 1,86 1,99 Latin America and the Caribbean 0,22 0,17 0,17 0,52 0,94 0,98 1,05 1,01 1,03 Asia 4,81 5,10 5,76 5,82 6,56 5,98 7,16 8,12 8,48 Africa 0,08 0,09 0,11 0,11 0,13 0,15 0,17 0,11 0,16 Australia / Oceania 0,02 0,02 0,05 0,08 0,07 0,05 0,09 0,07 0,06 Source: Statistical office of the Slovak Republic – Data for 2007, 2008 are preliminary data. Geografic breakdown of chemicals export is for TARIC codes – 28-40, 54-55

Fig. 9 Geografic breakdown of chemicals import for TARIC codes – 28-40. 54,55 About 90 % of all imported chemicals are from European countries with about 60 % from EU 15.

The above analysis shows, that there are sources of transportation for the application of intermodal rail transport of chemicals from Slovakia to Europe and conversely.

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Because of this volume of chemicals export and import listed above, it is clear, that the basic transport infrastructure can not be built just for chemical industry. On the opposite site, the transportation of chemicals is very important and because of road transport restrictions on chemicals, railway and intermodal transport can be alternative to road transport.

2. Bans for transport of dangerous goods in Slovakia and possibilities of rail and intermodal transport

By now, there has not been established the classification of tunnels according to ADR in Slovakia (the transport of dangerous goods is banned in all tunnels) and new bans are introduced in transporting of dangerous goods on the important international transit roads, what have the impact to reducing the safety and efficiency of transporting dangerous goods in road freight transport.

Below road traffic bans for transport of dangerous goods in Slovakia, also on the main motorway network. These prohibitions in road freight transport create the opportunities for the development of intermodal transport of dangerous goods in Slovakia.

Slovak Road Administration, Department Road Databank, focuses also on variable and non-variable parameters of road communications.

Road Databank department collects data by track-measuring cars, all kinds of traffic signs but because of their large number, the collection is realized according to certain rules.

There are only 49 traffic signs B21 a B22 (January 15, 2010) in database of Slovak Road Administration (see Fig. 11). They are collected only on the new build road network sections, where measurements were carry out over the last months

Fig. 10 Traffic signs B21 and B22 on the Slovak road network (Source: Road Databank of Slovak Road Administration)

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Following figures show more detailed maps of bans for transport of dangerous goods in selection sections of Slovakia road network.

Fig. 11 Traffic signs B21 and B22 in the area of Bratislava (D1, D2 – Sitina Tunnel and motorway connection to Austria) and the area of Piešťany (no entry to D1 and alternative route through the Piešťany city)

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Fig. 12 Total bans for transport of dangerous goods through the Branisko tunnel and alternative routes over Branisko mountain range.

2.1. Classification of tunnels in Slovakia

By now, there has not been established the classification of tunnels according to ADR in Slovakia. At present, the transport of dangerous goods is banned in all tunnels in Slovakia (including vehicles carrying empty not cleaned packages and tanks). Classification of tunnels is prepared according to ADR.

Building motorways through the north part of Middle Slovakia is technically and financially very difficult. It is needed to build many bridges and road tunnels in this area. Figure 14 show the planned location of road tunnels in Slovakia. Operated tunnels are Sitina, Horelica, Bôrik and Branisko (black colour). Branisko tunnel is the longest tunnel (4975 m) at present. Ovčiarsko, Poľana and Višňove tunnels are under construction (red colour). When Višňove tunnel is in operation, it will be the longest tunnel in Slovakia with a length of 7460 m. By gradual construction of motorway D1 between Bratislava and Košice, planned motorway D3 from Žilina to Warsaw and Bratislava bypass, it should be constructed another 15 road tunnels.

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Fig. 13 Layout of tunnels in Slovakia2

Because of the information listed above, it can be said, that the transport of dangerous goods in Slovakia will be also after motorway network construction restricted by bans which have the effect on traffic safety and efficiency of road transport. Because of that, there is a space for development of railway respectively intermodal transport of dangerous goods.

2 Source: National Highway Company - www.ndsas.sk

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3. Intermodal transport equipments for chemical industry

In regard of the scope of the feasibility study for development of intermodal transport of chemicals, we had to analyse intermodal transport equipments for chemical industry.

In practice, we recognize a number of loading units3 for cargo transport, the chemical industry including. Transportation of chemicals can be divided as follows:

Chemicals can be classified as safe and dangerous cargo. Method of transport unit selection depends on this basis. The cargo can be divided into general cargo and bulk cargo in solid, liquid and gaseous state. The selection of the adequate transport unit for intermodal transport is based on the kind of cargo.

According to the regulations for the transport of dangerous goods, this transport can be divided into transportation:

 General cargo (packages, IBC containers, large packages) o By Open-top vehicles, wagons, containers and swap bodies o By closed vehicles, wagons and containers o Sheeted vehicles, wagons and containers  Bulk cargo  In tanks o Road tankers, tank wagons

3 In practice, it is using the concept: intermodal transport unit, the loading unit of intermodal transport. 22

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o Demountable tanks o Battery vehicles o MEGC - Multiple-Element Gas Container o Tank containers o Portable tanks (IMDG, ADR, RID) o Tank swap bodies

General cargo transportation can be realized by following intermodal transport units:

 Containers o Shipping containers ISO series 1 . G – containers for general use . V – containers for general use with ventilation . R, H – Thermal containers . U – Open Top containers o ACTS containers  Swap bodies o Class A (to 32 tons) o Class C (to 16 tons)  Trailers o For RO-RO and LO-LO handling . Standard ( LO-LO only basket wagons or special reloading) . With points for pair of tongs - handling suspension frame

Bulk cargo transportation can be realized by following intermodal transport units:

 Containers o Shipping containers ISO series 1 . B – Bulk containers (for dry bulk materials) . T – tank containers  TN – for safe liquid with codes T0 – T2  TD – for dangerous liquid with codes T3 – T6  TG – for gases with codes T7 – T9 o ACTS containers  Swap bodies o Tank swap bodies o Bulk swap bodies  Trailers o Tank trailers

Large containers, portable tanks and tank containers which verify the definition of “container” in the CSC can not be used for transportation of dangerous goods, when the large container or the frame of the portable tank or the tank container does not comply with provisions CSC or with Letters UIC No. 591 and 592-2 – 592-4.

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Large container can be used for transportation only if it was structurally serviceable.

In the case of transport of dangerous goods in road tanker, tank wagon and portable tanks, the deciding thing for the correct choice of transport unit is the code of the tank according to ADR, RID or the code of the portable tank according to IMDG, ADR, RID and chemical compatibility of the tank material with transported substance.

ADR, RID, IMDG definitive also a hierarchy of tanks, i.e. there can be transported the substance with its code with substance with lower code in hierarchy in one tank, if it is in regard to chemical compatibility.

Class 3 4.1 5.1 6.1 6.2 8 9 Grand total Code of tank L1.5BN 43 43 K L4BH 82 276 2 2 362 L4BN 65 15 202 1 283 LGAV 1 2 3 Kód cisterny LGBF 330 330 LGBV 1 3 14 2 20 Grand total 522 3 29 276 2 202 7 1041 from1328liquids

Fig. 14 Container EMT5 – ADR/RID - L4BH - 37 000 L in stainless boiler design – it can be transported 78 % liquids according to ADR/RID, where the transport of liquids is allowed

Fig. 15 22T6 – ADR/RID/IMDG portable tanks UN T22 for dangerous liquid – 17 500 l – for substances with instructions T1 to T22

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Fig. 16 22T9 – portable tank for not chilling liquefied gases UN T50 with sun protection – 24 000 l - 68 substances in class 2

Tab. 7 Number of dangerous substances which are suitable for transportation in type approved vehicles for transport in tanks according to ADR agreement

Vehicle/ Classes of dangerous AT EX/III FL OX Transport in tanks not allowed Grand total

1 2 373 375

2 97 77 55 229

3 2 558 12 572

4.1 62 68 130

4.2 82 23 105

4.3 85 10 31 126

5.1 144 2 21 167

5.2 4 16 20

6.1 592 106 9 707

6.2 3 7 10

7 3 22 25

8 325 31 11 367

9 16 23 39

Grand total 1415 2 782 2 671 2872

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Tank containers and portable tanks owned by carrier hauliers or hired in abroad are using in practice. Some road carrier hauliers use portable tanks instead of road tanker. For overseas transportations, producers of chemicals and forwarding companies use hired tank containers from their owners respectively landlords. Rental price for tank container is from 7 to 15 € per day4.

Standard ISO shipping containers are held by marine carriers and can be used mainly for maritime transport.

Inland containers park with doors on the side of the ČSKDS Intrans period has tumbled-down and now they are not available. They are available in abroad to a lesser degree (eg MSC).

There are a very few swap bodies in Slovakia, same as manipulable road trailers.

There are many reasons and they can be summarized as follows. Not all intermodal terminals are equipped with technical equipments for handling of swap bodies and manipulable road trailers, i.e. pairs of tongs, which are assembling as a folding fitted in the most modern execution to the spreader. So comes into existence the universal container hanging frame for all known and standardized intermodal loading units. According to the surveys and ascertaining of the Ministry of transport, posts and telecommunications of the Slovak Republic, from the November 1, 2010 Ministry of Transport, Construction and Regional Development of the Slovak Republic, the existing operators of containers terminals privatized in the 90`s and intermodal terminals, that has been built later from private sources are aimed at so-called hinterland port service, it means overseas intermodal transport realized only in containers according to ISO. According to surveys, these terminal operators do not think about the introduction of continental intermodal transport that is usually realized in swap bodies or manipulable road trailers. Exceptions are only tank containers, which are used in overseas as well as in continental intermodal transport. It implies the recognition, that there is minimal interest in continental intermodal transport at present. Continental intermodal transport is much extended in Western Europe, especially in chemical industry and already, there is a pressure from forwarders to implement this kind of transport to Central and Southeast Europe and it will rise.

Owners of swap bodies or manipulable road trailers are forwarding companies and carrier hauliers, which realize continental intermodal transport. There is a major producer of swap bodies KEREX Michalovce in Slovakia, but these the most exported. Important producer of wagons for intermodal transport is TatraVagónka Poprad. Based on the recorded information from the producer of trailers, the different between the price of platform trailer and trailer designed for vertical reloading is approximately 2000 €.

Tankcontainers for chemical industry can carry several types of chemical products, but there are also specialized tankcontainers, which can carry only one product.

4 Source: Podstawka,V.: Tankkontejner: Prostředek pro více druhú přeprav. In: Nebezpečný náklad 5/2010, str.10-12, ISSN 1803-1579

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Bogies for tank containers and portable tanks are usually design for 20` and 30` dimensions and they are shorter than for 40` containers, and it can be saved about 1 ton from 44 tons of total weight of road train and it can be very interesting. There is a problem in Slovakia because of the legislation5, which determines the maximum permissible weight of vehicles and road trains and it says about total weights 44 tones “ of road train for transporting ISO container (40 feet) in intermodal transport”. In preparation of this legislation we sent the comments to creators on this formulation, where we were reminded the issue of higher total weight also for 20`and 30`containers, but our comments weren`t incorporated. The legislative Council of the Government did not pass the proposal of the Government about allowance of the total weight not only for transport of tank containers, but also for manipulable road trailers in the territory of Slovakia. European Union allows exceptions like this for the territory of Member states and for Member states is this ability for intermodal transport sufficient, because it is sufficient for collection or distribution to the nearest appropriate intermodal terminal.

5 Nariadenie vlády 349/2009 Z.z. o najväčších prípustných rozmeroch vozidiel a jazdných súprav, najväčších prípustných hmotnostiach vozidiel a jazdných súprav, ďalších technických požiadavkách na vozidlá a jazdné súpravy v súvislosti s hmotnosťami a rozmermi a o označovaní vozidiel a jazdných súprav (Government Regulation No. 349/2009 about the largest allowable dimensions of vehicles and road trains, the largest weights of vehicles and road trains, other technical requirements for vehicles and road trains in relation to weights and dimensions and about marking of vehicles and road trains.

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4. Intermodal transport in Slovakia and in relation to Europe

4.1. Performances in intermodal transport in Slovakia

The intermodal transport in Slovakia has gone over the complex evolution since 1993. It was because of the break in continuity of the transport growing and it was because of the:

- market collapse in countries of the Council for Mutual Economic Assistance (CMEA), - formation of the Slovak Republic - changes in regulations of a market economy

Between years 1991 – 1994 there was a decrease in intermodal transport, but since 1995 volume of the intermodal transport has grown up. In 1994 the share of intermodal transport in total railway transportation increased to the 0,33 % and in 2002 to 1,53 %. In this year, there has been transported 756 300 tons in intermodal transport. From 1993 to 2006 intermodal transport in Slovakia developed with 16 % of annual increment. Big share of the intermodal transport had transit transport and its share in total volume of transportation has still declined and it has come up to Slovak import and export. In 2006 the growth of intermodal transport slowed down and in 2007 it increased about 12 %, what was due to the start of production in KIA MOTORS in Teplička nad Váhom, the start of the terminal operation in Dunajská Streda and expansion of container terminal in Žilina.

The following table shows the volumes of the transported goods in intermodal transport in 2009.

Fig. 17 Volume of transported goods to the year 2009 [Source: Ministry of Transport, Construction and Regional Development of the Slovak Republic]

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Fig. 18 ZSSK Cargo traffic flows in intermodal transport in 2009

4.2. Present intermodal terminals in Slovakia

Existing intermodal terminal was originally built as container terminals of the evolving container transport system in terms of the cooperation of former CMEA countries. After the change of political system and transition to a market economy, also intermodal terminals were privatized by private sector. There was a vision, that private capital has modernized slowly decadent transhipment centres and “revitalized” them. But this assumption was not fulfilled. Most transhipment centres gradually decayed and some of them were closed ( Ružomberok) or aborted (Nitra, Banská Bystrica). Revival of some transhipment centres was after some years or decades, when investors from abroad started to move their activities to Slovakia, what evocated demand for transportation. Increase of performances in freight transport (also in intermodal transport) resulted that excepted that the original container terminals were revitalized, there were built or adopted new intermodal terminals such as in Dunajská Streda or Sládkovičovo (private).

At present, there are 8 intermodal terminals in service in Slovakia:

 Dobrá – TransContainer - Slovakia, a.s.

 Bratislava UNS – SKD Intrans, a.s.  Bratislava Pálenisko – Maersk

 Žilina – SKD Intrans, a.s.  Košice – SKD Intrans, a.s.

 Haniska pri Košiciach - Metrans (Danubia), a.s.  Dunajská Streda – Metrans (Danubia), a.s.

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 Sládkovičovo – Green Logistics Slovakia With exception of the intermodal terminals in Dunajská Streda and Dobrá, the location of all other intermodal terminals are not suitable for next widening to be according to AGTC, especially track length, capacity and layout of areas and connection to the major rail and road network. All the existing intermodal terminals do not verify non-discriminatory demand of access to terminal services, i.e. openness and trade neutrality (all of them are owned by private operators, who realize here especially their own commercial activities and activities for their needs).

4.2.1 Intermodal terminal Dobrá

Fig. 19 Intermodal terminal Dobrá on the border with Ukraine

4.2.2. Intermodal terminal Bratislava ÚNS

The intermodal terminal was put into service in 1978 and it is directly connected to the AGTC lines. Operator is SKD Intrans, a.s. The total area is 49 950 m2. Theoretical transhipment capacity is more than 28 000 ITU per year. Storage area is 15 000 m2. Intermodal terminal has 2 transhipment tracks with a length of 300 m on which work 2 reachstackers Kalmar with load capacity of 41 tons and with the possibility of transhipment of large containers (also 9,5 ft. Container, so called High Cube container), swap bodies and road trailers. On the handling track no. 403 is built front drive-up ramp allowing horizontal loading of road trains on the special railway trains transported in RO-LA system. As extension and backup transhipment equipment is there older construction side forklift – type

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Battioni e Pagani with load capacity of 35 tons. Intermodal terminal is suitable for transhipment, storage, marking of chemicals and dangerous substances (in tank containers, respectively tank swap bodies and trailers). There are connections to thermal containers in terminal. Terminal is enclosure and guarded by SBS. From terminal, container trains lead to Koper, with transhipment via Prague to Hamburg, Bremerhaven and Rotterdam.

Fig. 20 Intermodal terminal Bratislava ÚNS (source: SKD Intrans)

Fig. 21 Stacking crane Kalmar and side forklift Battioni e Pagani

4.2.3. Intermodal terminal Bratislava - Pálenisko

This intermodal terminal is the only three-modal (road-railway-waterway transport) terminal in Slovakia. It has a good geographical location. It is located nearly in the middle of international waterway connecting - Black Sea and North Sea (also by Danube - Main – Rhine Canal) and it is also connected to AGTC lines and available from the main road corridors in Slovakia

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(motorways D1 and D2). Operator of this terminal is Maersk. Total area of the terminal is 15 000 m2, the storage area is 12 700 m2. It has three transhipment tracks with a useful length of 250 m. The terminal is equipped with two gantry cranes KSB with load capacity of 32 and 20 tons and with three crane lifts with a boom LUNA with load capacity of 40, 40 and 42 tons. There can be transhipment only large containers (including thermal and tank containers) in the terminal. From the terminal are dispatched complete container trains on relation Bratislava – Melnik – Bremerhaven.

Next expansion of the terminal is not possible because of geographic terms.

Fig. 22 Intermodal terminal Bratislava – Pálenisko (source: authors)

4.2.4 Intermodal terminal Žilina

The intermodal terminal was put into service in 1981, it is located in the area of the marshalling yard (nová harfa) in the urban area of Žilina and it has direct connection to AGTC lines and easy access to motorway D3. Operator is SKD INTRANS, a.s. Because of the growing performances associated with development of automotive industry round Žilina, the terminal expands, but only to length. Because of the location of the terminal in densely built-up urban area of Žilina, complex terminal extension is impossible. The expansion of the terminal area from the original 9000 m2 to 26 000 m2 is in the final phase. The terminal is equipped with three crane lifts with a boom with load capacity of 41 and 51 tons and they can stack large containers in 4 - 5 layers. Transhipment is possible between road and rail.

Theoretical transhipment terminal capacity is over 200 000 ITU per year and the storage capacity is 1 500 TEU. The terminal has four handling tracks with length of 430 m, 330 m and 450 m.

To the terminal are directed especially complete containers trains from the port of Koper. Apart from the main terminal operations, there are realized many complementary services, such as loading and unloading of containers, fixation of shipments, storage of goods, customs services, thermal container supplying, handling and storage of chemicals and dangerous substances, transhipment of steel coils, etc. Excepting large containers, it is possible to handle also with swap bodies or road trailers. The terminal is enclosure and guarded, it is customs area. Operator (Intrans SKD) is owner of AEO

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Certificate (authorized economic operator), whose main advantages are simplified and accelerated in customs procedure.

Fig. 23 Intermodal terminal Žilina (source: SKD Intrans)

4.2.5 Intermodal terminal Košice

The terminal is located in railway station Košice, where it forms an independent circuit and it was put into service in 1978. Operator in terminal is SKD Intrans, a.s. Transhipment is possible between road and rail. The total area of intermodal terminal is 17 800 m2. Transhipment capacity of the terminal is 43 690 ITU per year. There are two handling tracks with useful length of 350 m in the terminal. The terminal is equipped with one stacking crane lifts with a boom with load capacity of 41 tons.

At present, the terminal is due to the lack of goods exploited only partially and it has limited operation. Because of the inconvenient geographical conditions, opportunities of terminal development are limited.

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Fig. 24 Intermodal terminal Košice (source: authors)

4.2.6 Intermodal terminal Košice – Veľká Ida

Terminal is in operation since 2007 and is located in U.S. Steel Košice area on the siding Iterport6. Terminal operator is Metrans (Danubia), a.s. Transhipment is possible between road and rail. The total area of intermodal terminal is 25 000 m2 with storage capacity of 3000 TEU. Terminal is equipped with two tracks with useful length of 300 m and large containers are transhipped by two stacking crane lifts with a boom with load capacity of 42 tons and large empty containers are transhipped by one stacking crane lifts with a boom with load capacity of 8 tons. In terminal, it is possible to manipulate only with containers including ISO 1 tank containers. Terminal also offers services of cleaning, repairing and deposition of empty containers (2000 TEU). Terminal has train connection through intermodal terminal Dunajská Streda to the port of Koper and through intermodal terminals Dunajská Streda and Prague to ports of Hamburg, Bremerhaven and Rotterdam.

Fig. 25 Intermodal terminal Košice – Veľká Ida (source: www.metrans.cz)

6 Source: www.metrans.cz, [December 16, 2010] 34

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4.2.7 Intermodal terminal Dunajská Streda

Intermodal terminal Dunajská Streda is private terminal of the Metrans (Danubia), a.s. Dunajská Streda and this company is also the terminal operator. The terminal was put into service in 2007 and partially according to AGTC standards. Transhipment is possible between road and rail. Terminal has annual operating capacity of 550 000 TEU and total area of 285 000 m2 with storage capacity up to 25 000 TEU. The capacity of stockpiling area for empty large containers is 15 000 TEU. There are 3 gantry track cranes with load capacity of 36 tons, 4 stacking crane lifts with a boom for handling with empty containers with load capacity of 8 tons. Terminal is equipped with nine tracks (every with useful length of 650 m). In terminal, it is possible to manipulate with containers ISO 1(including tank and tank containers). Terminal offers also complementary services like cleaning, repairing and deposition of the empty large containers. Terminal has direct train connection to Koper and through Prague to Hamburg, Bremerhaven and Rotterdam.

Fig. 26 Intermodal terminal Dunajská Streda (source: www.metrans.cz)

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4.2.8. Intermodal terminal Sládkovičovo

Terminal Sládkovičovo is non-public terminal owned by Green Integrated Logistics Ltd. company. It is located at premises of the sugar factory and it is specially focus on the operating with regular trains from Bremerhaven, Rotterdam and Koper at Samsung company in Galanta. Total area of intermodal terminal is 60 000 m2, the storage area represent 45 000 m2 of total area. Terminal is equipped with three transhipment tracks with useful length of 1 474 m, 496 m and 174 m. There is one track crane with load capacity of 36 tons for handling with large containers and three stacking crane lifts with a boom with load capacity of 45 tons. Theoretical terminal transhipment capacity is 30 000 TEU per year and storage capacity is 8 000 TEU.

Fig. 27 Intermodal terminal Sládkovičovo (scheme) (source: Green Integrated Logistics)

Fig. 28 Overhead container crane in intermodal terminal Sládkovičovo (source: Green Integrated Logistics)

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Tab. 8 Performance of terminals in Slovakia in 2009 (Source: Ministry of Transport, Construction and Regional Development of the Slovak Republic)

Terminal Tons ITU Dunajská Streda - Metrans 802 178 64 847 Bratislava Pálenisko - Maersk 221 980 22 040 Sládkovičovo - Green Logistics 133 900 6 905 Žilina - Intrans 196 225 16 600 Dobrá - TransContainer 12 835 1 406 Bratislava UNS - Intrans 59 887 2 114 Košice - Intrans 13 044 282 Total 1 440 049 114 194

Fig. 29 Quantity of transported goods through terminals in 2009

4.2.9. Characteristics of terminals out of order

There are 4 intermodal terminals out of order in Slovakia:

 Ružomberok Lisková  RO-LA tranship center Nové Zámky

 RO-LA tranship center Trstená

 Čierna nad Tisou

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4.2.9.1. Intermodal terminal Ružomberok Lisková

Terminal was built from own investments of ŽSR. It is a terminal with regional significance which should be oriented to the production of pulp-mill in Ružomberok. It is intended for transhipment of large containers and for collection and distribution in attraction circuit. Total area of terminal is 35 372 m2. Theoretical terminal transhipment capacity is 33 000 ITU per year. Intermodal terminal has three transhipment tracks with useful length of 360 m, 310 m and 310 m. Terminal is equipped with one gantry track crane with load capacity of 40 tons. At present, its operation is stopped.

Fig. 30 Intermodal terminal in Ružomberok (source: ŽSR)

4.2.9.2 RO-LA transshipment Nové Zámky

This was a transshipment centre of transport system for transportation of road train – RO-LA system. Construction of this transshipment center secured private company OZÓN, Ltd. Nové Zámky under conditions of “Support programme for development of intermodal transport in Slovakia” and by Government approved “Concept of transport development”. Tranship centre was built on the crossroads AGTC (C-E52, C-L61). After marketing research of potential interested persons for RO-LA system from existing carrier hauliers, the operation of the terminal was launched on November 2, 1998. During the operation of tranship centre (from 11-02-1998 to 06-01-1999) on the line Nové Zámky – Wels went 180 train sets with 800 road trains. Despite the public grants from the state budget and vantage determination of collection and distribution distance (150 km) around Wels without transport conditions, terminal had problems with capacity utilization. The line was at the end cancelled due to removing of the wagons Saadkms by the Austrian partner for transport in Austria. At present, rail yard is physically destroyed.

4.2.9.3 RO-LA Tranship centre Trstená

In the district of Trstená station can be loaded and unloaded road trains on level reinforced handling track, beside which it is possible to place the mobile front ramp for loading and unloading of road trains on special railway wagons with sunken floor. These transportations were performed as a test and since that time, they have not been realized.

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Fig. 31 Unloading of road trains at the railway station Trstená (source: authors)

4.2.9.4 Intermodal terminal Čierna nad Tisou

Intermodal terminal was situated at premises of railway station in Čierna nad Tisou. Because of the lack of load and existing of nearly new modern terminal in Dobrá, terminal in Čierna nad Tisou was cancelled. At present, handling area of the former terminal and gantry overhead track crane are used for transhipment of steel products.

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Fig. 32 Intermodal terminals relation to road and rail network in Slovakia and selected companies of chemical industry

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Fig. 33 Regular intermodal connections for transhipments from Slovakia

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4.3. Planned intermodal terminals in Slovakia at the state level

4.3.1. Intermodal terminal Žilina – Teplička

Terminal should start its operation in 2012. Planned terminal is located between the rail track Žilina – Vrútky and water dam Žilina in close vicinity of train formation yard (TFY) Teplička nad Váhom. Terminal will perform handling of intermodal transport units (ITU) from road to rail and vice versa as well as storage of ITU. There is planned the construction of 5 tracks in the final version of the terminal, of which 4 will be operated by two gantry track cranes with lifting capacity of 45 tons, transhipping goods between vehicles themselves (train/train, train/truck and vice versa) or from means of transport to the storage area and vice versa. One rail track will be able to used for RO-LA transport (road trains will be loaded trough the front ramp to the platform of special railway wagon and will continue by train). Terminal will perform transhipment of ITU from Žilina region and northern part of Trenčín region, eventually it will complement RO-LA lines from north to south. Terminal lays on the crossing of rail tracks AGTC C – E40 and C – E63 and its attraction circuit with the range of 80 km is possible to serve the whole Žilina region, northern parts of Trenčín region and Ostrava region in Czech Republic and south part of Katovice region in Poland. Terminal is projected to be an input and connecting terminal for transports in all ways and it will be a part of logistic centre of northern Slovakia in the future. Inland layout of terminal is designed with track groups and functional units side by side. They will be from railway to site pound lock in this order:

 Road to ensure mutual access to mobile front ramps for loading and unloading of road trains transported under the RO-LA system  Entrance and exit group of tracks with one track for RO-LA transport  Handling tracks of terminal  Terminal  Road for circumvention of the terminal  Reserve space for future storage and handling areas for spoil-tit

Intermodal terminal Žilina will be a powerful terminal with a big capacity and it will performe a function of terminal in connection to logistic centres and because of that, there are designed equipments and technology below:

 2 gantry track cranes  1 light construction stacker for empty loading units  Handler transhipment technology with elements of current work method with one circuit  Vertical container transhipment of swap bodies and trailers  The possibility of horizontal loading and unloading of road trains under the RO-LA  Complementary services provided in terminal  Customs clearance  Repairs and revisions of containers and swap bodies  Social facilities and food services

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 Logistics services  Advisory and information services

In the time of the anticipated starting-up operation of the terminal (it is expected earliest in 2012), in the first year of terminal operation, transport flow inbound to the attraction circuit should achieve around 200 000 tons of goods for intermodal transport and transport flow outbound from attraction circuit around 300 000 tons (without volumes of goods from KIA Motors). In routine operation, it can be expected gradual growing of the volume of transported goods. This implies the need for intermodal transportation around 500 000 tons per year of goods in the region. This volume of good represent around 30 000 ITU per year, if there are 16,5 tons in one ITU. The total number of ITU in the crane radius is 3598 TEU. The total number of empty ITU in the storage area is 1998 TEU. There are 33 lay-bys for swap bodies in terminal. The area of stored ITU in the crane radius is 31 587 m2. The area of empty stored ITU is 23 817 m2. Length of the crane track is same for both cranes - 750 m, so it is possible to serve whole train without sliding. Minimal length of the tracks under the crane must be 750 m, according to AGTC. In the interest of using crane track, all designed handling tracks are longer than 750 m.

Fig. 34 Visualization of new terminal in Žilina – Teplička7

7 Prochác E.: Terminal of intermodal transport Žilina, Conference Infrastructure of intermodal transport – www.intermodal.sk 43

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4.3.2 Intermodal terminal Košice

The planned area of intermodal terminal Košice is located in Železiarne and Sokoľany cadastral territory, in industrial zone Košice – Bočiar, between USSK heap and Sokoľany village. Intermodal terminal Košice is proposed as the 1st phase of planned construction of GLIP Košice area (Global logistics and industrial park). GLIP intention consists of 3 mutual investment units – territorial, technical and operative:

 Public railway terminal  International logistic centre  Strategic industrial park

Terminal rail yard will be connected to general track gauge through the Interport private siding tracks to ŽST Veľká Ida. Connected to broad track gauge is proposed through the U.S. Steel Košice (USSK) private siding tracks to Haniska pri Košiciach broad track gauge railway station. But the location of intermodal terminal complex Košice in presented area does not allow independent and unconditional connection to rail infrastructure. Location with a large number of lands in private ownership expects difficult and long solutions in property composition. To satisfy above requirements, it was verified alternative terminal location with direct rail connection to ŽSR infrastructure. The new terminal location is proposed near the original location, between the ŽSR track line (track line Zvolen – Košice) and rail yard USSK (rail yard CPR). Connection to the general track gauge railway line is planned by construction of new station of Hutníky railway station. Connection to the existing broad track gauge railway line is planned by the self-connecting track from Haniska railway station near Košice broad track gauge.

Technical parameters of terminal:

 Number of handling tracks (4) – 2 tracks with general track gauge, 1 track with broad track gauge, 1 X HK ((RoLa general track gauge, broad track gauge)  Length of tracks – 750 m in the gantry crane radius  Handling equipments – 2 gantry cranes (load of 45 tons), 1 mobile reach stacker (15 tons) for empty loading units  Stacking – 4 layers  Containers – 2 rows in span + overhang, 378 positions (ISO1A), 252 positions (ISO1C)  Swap bodies – 3 rows in span + overhang, 101 (SAL), 235 (WAB)  Trailers – 28 positions with recommendation of sitting under the overhang of gantry crane  Parking places – 280 vehicles per day, 56 in rush hours – 45 places/entrance, 30 places/ exit  2 inside-areal traffic lanes, 2 handling traffic lanes  Gate – a part of object of administrative and operational building (dispatching, forwarding, customs, banking, food services)

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4.3.3 Intermodal terminal Bratislava

Terminal will be established in the Port of Bratislava area, next to Pálenisko dock. The proposal is being prepared so the terminal, after the start of operation could show required performance limit of 105 000 ITU per year. The proposal terminal is a three-modal terminal – trhee modal part is situated next to the existing port edge of Pálenisko pool with length of around 300 m, and this allows, that crane can operate three “Danube Europe II” boats docked to the edge at the same time. The location of bimodal part of terminal (rail-road) is proposed in the continuation of three-modal part with so length to the total length of direct railway tracks located under cranes in terminal according to AGTC – min. 750 m. In terminal, there are proposed 2 gantry cranes for ITU handling and 1 mobile handling equipment for empty loading units. The span of track crane must be sufficient to it was possible to handle all tracks, hard surfaces for short-time storage of ITU, roads for loading and unloading of ITU from and to vehicles, in three-modal part also boats. For handling of hard surfaces for long-time storage of ITU (especially empty) is intended mobile handling equipment. Gantry track cranes should be designed so, that the movement of their chassis and trolley speed can handle desired tracks and area of dock. Technical parameters of cranes should be 40 manipulations by one crane per hour. Mobile handling equipment should be used only for handling with empty ITU and due to its sufficient loading capacity is 15 tons. For this weight, it is necessary to dimension hard surfaces for storage of empty ITU. There should be placed 4 handling tracks under cranes in terminal with direct length of 750 m and in the direct impact of gantry cranes.

Road transport in intermodal terminal area will be provided by new road network of inside-area service communications, which road load will be constructed for road trains with total weights of 44 tons. Layout of local roads and design of their routing must be based on future transport organization in intermodal terminal.

Layout of local roads and design of their routing must be based on future transport organization in intermodal terminal.

Intermodal terminals in Bratislava will be connected with existing road network on Prístavná street with connection to D1 motorway by existing fly-over crossroad under the Pristavný bridge.

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Fig. 35 Planned location of new intermodal terminal Bratislava8

4.3.4. Intermodal terminal Leopoldov

Terminal in Leopoldov should be the main terminal with a big capacity not only for Western Slovakia territory, but also as a HUB terminal for all Slovak republic, as a central distribution terminal for Slovakia. Terminal will serve as terminal for bimodal transhipment of ITU between rail and road transport. Intermodal terminal should be located in Šulekovo location next to the track line Leopoldov - Galanta. If there is in future an increase of intermodal transport volume and the capacity of terminal Leopoldov is full, it is thinking about building the second “image” terminal. It is thinking about building logistics centres in the vicinity to terminal. For handling with ITU, there should be 2 gantry track cranes and one mobile handling equipment in terminal. The span of track crane must be sufficient to it was possible to handle all tracks, hard surfaces for short-time storage of ITU, roads for loading and unloading of ITU from and to vehicles. For handling of hard surfaces for long-time storage of ITU (especially empty) is intended mobile handling equipment. Gantry track cranes should be designed so, that the movement of their chassis and trolley speed can handle desired tracks and areas. Technical parameters of cranes should be 40 manipulations by one crane per hour. Mobile handling equipment should be used only for handling with empty ITU and due to its sufficient loading capacity is 15 tons. For this weight, it is necessary to dimension hard surfaces for storage of empty ITU. Trains intended for intermodal terminal should be handled in railway station Leopoldov, respectively in railway station Siladice and because of that, there have not been designed no tracks for own entrance/exit groups of tracks in terminal. Terminal should be connected with track line Leopoldov -

8 Bušovský, J.: Terminal of intermodal transport Bratislava, Conference Infrastructure of intermodal transport – www.intermodal.sk

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Galanta on the both ends of terminal, in the direction to Siladice by construction of individual track to the railway station Siladice or with direct connection from open track line in self station. There should be placed 4 handling tracks under cranes in terminal with direct length of 750 m and in the direct impact of gantry cranes. One of these tracks should be designed for RO-LA transport.

4.3.5 Operational Programme Transport – Intermodal transport infrastructure

Described terminals are built with contribution from European Union – Cohesion Fund. All terminals, which are prepared to the construction according to terms of European Commission and valid legal acts of European Union will their services provide non-discriminatory, it means that they will be commercially neutral with open access to all customers, who perform necessary technical conditions (e.g. rail operator licence, etc.) Every member state of the European Union has to guarantee the provision of Council Directive 91/440/EEC on the development of the Community's railways, in section III, Article 6, paragraph 6, which state: “Track access to, and supply of services in, the terminals and ports linked to rail activities referred to in paragraphs 1, 2 and 3, serving or potentially serving more than one final customer, shall be provided to all railway undertakings in a non-discriminatory and transparent manner and requests by railway undertakings may be subject to restrictions only if viable alternatives by rail under market conditions exist” This in practice means, that if terminal operator used terminal services for his own need, he cannot follow any rules, but if the terminal operator offer terminal services to other interested person, he has to offer these services to all of interested persons and under the same conditions. Because of the fact, that planned terminals are built from public financial funds, there is a condition of public access and consequently also condition of service provision under the same conditions. In the programme period 2007 – 2013 will be built 3 terminals from all planned intermodal terminals and one will be postponed to the next programme period 2014 – 2020. This will mainly depend on the end of the project preparation and which one will successfully get so called land use decision. Except the postponed terminal, there is a plan to build the last intermodal terminal in Zvolen area in the next programme period what provide territory cover of Slovakia by non-discriminatory access to intermodal terminal services. It should create good conditions for development of competition in combined transport sector. Because of this action, state expects the development of combined transport, especially continental and also accessing of this transport technology to all candidates in the future, including chemical logistic.

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4.4. Multimodal transport corridors and their impact on the solved issue

Continually change of the political orientation of central and eastern states in Europe evocated demand on extension and linking of the transport infrastructure towards these countries for purpose of producing uniform Pan-European transport network. Common mission of countries in Western, Central and Eastern Europe is to ensure trade exchange and economic development with respect of democratic values and social standards of national cultures. With this intent European Commission developed transport line conception – corridor conception – linking Western Europe with Eastern on the multimodal base. In this study, we dealt with the amount of the European transport corridors, which pass Slovakia. Detailed analysis of multimodal corridors is defined in Annex no. 1 of this study. Under the new Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22 September 2010 concerning a European rail network for competitive freight member states of European Union have to take into account the new legislation, which establishes international rail freight corridors and strong preference for freight transport on these corridors. Provisions which were in contrary to this regulation, must be revised by European Union member states. New European Regulation helps to create rail freight corridors and its purpose is to improve interstate freight transport. For every rail corridor should be created separate management structure, respectively corridor management. It should consist of several agencies (Executive board, Administration board), in which would be represented particular countries. Administration board establishes the procedure for handling requirements for international railway lines. For handling requests about railway lines is necessary to establish so-called One Stop Shop for every corridor, which processes and allocates requirements for railway lines and its decision sent to the national place for railway lines allocation. It also defined the proceeding for operation management in corridor in the case of disturbances or disruption. Regulation also recommends to infrastructure managers to impose sanctions to rail companies for booked but not used railway lines, i.e. cancellation reservation. In the case of disputes decides National regulatory agency to which is prescribed international cooperation. Executive board provides the volume of freight transport. It means in practice partial withdrawal of infrastructure control by its national operator. There is a supposition in the regulation, that international good-trains will have a priority in defined corridors in allocation of routes, what can affect passenger regional and long-distance transport. Some member states are concerned that this Regulation will have a bad affect to passenger transport. But the there is pointed the fact in the regulation that passenger transport must be reflected.

In regulation were approved following freight corridors (including date of the latest establishment):

1. Rotterdam/Zeebrugge – Antwerp – Duisburg – Basel – Milan – Genova (established to 10 november 2013) 2. Rotterdam – Antwerp – Luxembourg – Metz – Dijon – Lyon/Basel (established to 10 november 2013)

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3. Stockholm – Malmö – Copenhagen – Hamburg – Innsbruck – Verona – Palermo (established to 10 november 2015) 4. Sines – Elvas/Algeciras/Leixões/Lisbon – Madrid – Irun – Bordeaux – Paris/Le Havre/Metz (established to 10 november 2013) 5. Gdynia – Katowice – Ostrava – Žilina – Bratislava/Vienna – Klagenfurt – Venice/Trieste/Bologna/Ravenna; Graz – Maribor – Ljubljana – Koper/Trieste (established to 10 november 2015) 6. Sines – Elvas/Algeciras/Leixões/Lisbon Almería – Valencia/Madrid – Zaragoza – Barcelona – Marseille – Lyon – Milan – Venice/Trieste/Koper – Ljubljana – Budapest – Záhony (established to 10 november 2013) 7. Prague – Vienna/Bratislava – Budapest – Bucharest – Constance; Vidin – Sofia – Thessaloniki –Athens (established to 10 november 2013) 8. Bremerhaven/Rotterdam/Antwerp – Aachen/Berlin – Warshaw – Terespol – Kaunas (established to 10 november 2015) 9. Prague – Horní Lideč – Žilina – Košice – Čierna nad Tisou (established to 10 november 2013)

Corridors no. 5, 7, 9 have direct effect on Slovakia (see fig. 37).

Fig. 36 Approved transport corridors according to Regulation (EU) No 913/2010 in relation to Slovakia

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5. Possibilities of using the Eastern Slovak Transshipment Yards for the development of rail and intermodal transport of chemicals

At present, The Eastern Slovak Transshipment Yards (ESTY) provide transshipment to over 90% of all goods and raw materials imported in Slovakia by rail from Eastern Europe and Asia. Its importance is underlined by its uniqueness of the largest transshipment yard providing a comprehensive service package within transition of goods from broad gauge (1520mm) to general gauge (1435mm) and vice versa in Slovakia. Within its activities, ESTY provides a complete transshipment service and communicates with executive administration bodies acting in the matter of import and export of goods and vehicles across crossing border stations Čierna nad Tisou – Chop and Uzgorod (Ukraine) – Maťovce. Transportation of goods in ESTY between the Ukrainian and Slovak railways is executed via crossing border stations: Čierna nad Tisou - Chop:

1. Track of 1520 mm track gauge. Broad-gauge rail track is terminated in Čierna nad Tisou, where consignments are handed over and transshipped from broad-gauge wagons to general-gauge wagons, 2. Track of 1435 mm track gauge. General-gauge rail track continues through Čierna nad Tisou to “Chop-Batev” transshipment complex and enables transport of goods to Rumania via border crossing station Diakovo-Halmeu with no transshipment. Goods can be carried by this connection, except from dangerous goods and out-of-gauge load.

Transshipment of goods to be exported from Slovakia to Eastern Europe and Asia is executed in a transshipment center in Chop (Ukraine). Uzgorod – Maťovce: Consignments determined at private siding and tenements in railway stations Haniska pri Košiciach, Trebišov, Vojany, Budkovce and Maťovce can be transported across border crossing station Uzgorod- Maťovce. In BCS Maťovce, the consignment transhipment facility is limited to transhipment of bulk materials, as iron ore and coal. The transhipment of other types of substrates may be performed after a contractual agreement with the Centre of freight transport Maťovce. Broad gauge track, 88 km long, continues from the railway station Maťovce to the railway station Haniska pri Košiciach and its utilization is focused predominantly on transport of bulk materials, especially iron ore, for U.S. Steel Košice, s.r.o. All dangerous goods, which are listed in Regulations for international transportation of dangerous goods RID, directed to the west across railway border crossing Uzgorod-Maťovce, can be transferred from broad-gauge to general-gauge due to wagon bogie change at the border crossing station Maťovce. Thus the conditions for a direct transportation of consignments under an international CIM consignment note from all COTIF member countries to destination stations in Ukraine located at track section with the gauge of 1435mm - Chop, Esen, Batevo, Barkasovo, Strabičevo, Mukačevo (Чоп, Есень, Батево, Баркасово, Страбичево, Мукачево) are created. Besides the listed stations, the change from SMGS to CIM traffic conditions and vice versa is performed.

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5.1. Possibilities of using chemical fluids transfer in Čierna nad Tisou

The aim of the project was modernisation of fluids transhipment facility in Cierna nad Tisou at Ukrainian border from broad gauge rail tank wagons to standard gauge rail tank wagons. This fluids transhipment complex can transfer luquids from broad gauge (1520 mm) tank wagons into normal gauge (1435 mm) tank wagons. Nowadays the facility is the most modern fluids transhipment facility at Ukrainian border with high transhipment performance. It fulfils strict environmental and work safety requirements. Transhipment is managed by modern computerised system with monitoring of the whole transhipment process. The old fluids transhipment facility was dangerous from the point of work safety and environment protection and present water resources. This means there was necessary to prepare modernisation of facility otherwise environmental authorities will close the facility. The chemicals presented 3% of transshiped goods in 2008 at Ukrainian border. Alcohols presented 88% of all chemicals transhipped in 2008 at Ukrainian borde. Other commodities include benzene, acetates, oils and fuels.

Fig. 37: Comodity structure of fluids transhipment facility in 2008

Performance of transhippment facility in thousands tons in 2008 is showed in following figure .

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Fig. 38 Transferred chemical substances in 2008 (thous. tonnes)

New transhipment facility doubled the capacity of old facility. Transfer is performed at 6 positions as follows:

Position 1: Alcohol derivatives: methanol, ethanol, butanol, isopropyl alcohol, other alcohols Position2: Industrial oils: motor oil, hydraulic oil, base oil, linseed oil, phenol oil, other oils Position 3: Different fluids with similar chemical properties: solvents, toluene, acetone, xylenes, ethyl benzene, benzene Position 4: Food oils: sunflower oil, rapeseed oil, other food oils. Transfer system on this position is made from stainless steel. Position 5: Acetate, ethyl acetate, butyl acetate and more Position 6: Fuels: diesel, kerosene, gas oil, fuel oil, motor petrol, other

In transhipment facility is also possible to weigh and tare of wagons.

Fig. 39 Transhipment facility, there is broad track gauge in the foreground and general track gauge in the background with attached tanks

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Fig. 40 Views on the particular positions in transfer station

Transhipment of corrosive substances (Class 8) is performed only by boogie shifting in Maťovce transhipment yard at the border with Ukraine, where the broad gauge bogies of rail tanks are changed to normal gauge boogies. The capacity of the facility is 88 cars in both directions per 24 hours. In terms of chemical enterprises in Slovakia and Czech republic there is an interest to transfer corrosive substances (Class 8) from broad gauge rail tank wagons to normal gauge rail tank wagons because of russian and ukrainian tanks are not according to RID rules, but they are acoording to Annex 2 of SMGS and České dráhy (Czech railways) do not transport them, but in Slovakia they can be transported.

Fig. 41 Boogie shifting facility in Maťovce

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5.2. Possibilities of using transhipment station in Dobrá for transcontinental transport

Fig. 42 Intermodal terminal Dobrá

The intermodal terminal was put into service on August 10, 2002. Strategic priority of the terminal was set by AGTC agreement. Financially, the building was secured from state budget (334,6 mil. €) and from private source of ZSR (117,983 mil. €). At present the intermodal terminal is hired by Russian TransContainer – Slovakia, a.s. The total intermodal terminal transhipment capacity is 3 million tons per year with complex transport services and in all systems of intermodal transport. The total area if intermodal terminal is 186 500 m2. There are 7 tracks with general gauge (under the crane are 2), 5 tracks with broad gauge (under the crane are 2) and one hybrid track for wagons with general and broad gauge. It is equipped with 2 gantry track cranes P 50 with load capacity of 40 tons and performance of 476 transhipment operations per 24 hours and the length of the crane track is 460 m. As a complementary facility is there stacking crane with a boom Luna RSL-45-CT with load capacity 45 tons and performance of 280 transhipment operations per 24 hours. Transhipment can be realized between road and rail, respectively between rail (general track gauge) and rail (broad track gauge) and vice versa. There can be transhipped large containers, swap bodies, road trailers and also road trains in RO-LA system.

Terminal storage capacity is 1630 TEU. There are provided services for customers in the terminal such as packing and expedition of goods, freight forwarding services, issuing of documents (Single Administration Document - SAD, Declaration of customs value - DCV, TIR, etc..). There can be handling, storing and labeling of dangerous and chemical goods in the terminal, as well as connecting of thermal containers. The intermodal terminal is closed, guarded by civilian security guards, area of the terminal represents the customs territory. It also contains a public warehouse. The complex of covered stores occupies an area 2400 m2. The Intermodal terminal (IT) provides cleaning and minor maintenance and repairing of intermodal transport units (ITU). Terminal plans to expand its storage

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capacity of 10 000 m2, builds a fuel station and washing machine of road vehicles. The importance of the terminal should increase by the construction and opening of new border crossing with Ukraine and new road links with Hungary. First integrated trains, that passed through the terminal Dobrá in renting by the TransContainer, were loaded with components of computers and later with magnesite and talc, which went to Poland and Austria. Currently, the terminal operator managed to provide relatively regular transportations from Pescara (Italy) to Tichonov (Russian Federation). There are carrying 40-feet HC containers with spare parts for cars of brand Fiat in the trains. These transportations are realized in two pairs of trains a week. By the beginning of September 2010 were transported 23 of integrated trains with empty containers from terminal Dobrá to Pescara and 22 of integrated trains with loaded containers from Pescara to the terminal Dobrá and then to the Tichonov. Companies Intercontainer Austria, TransContainer, Far East Landbridge and Hungaria Intermodal operate a train connection Vladislav Container Shuttle with connections Vienna - Budapest BILK, Budapest BILK - Dobrá and Dobrá - Moscow with the coverage of Germany, Switzerland, Austria, Italy via Vienna, Hungary across Budapest and Czech Republic and Slovakia across Dobrá.9

1400 1200 1000 800 600 400 200 0 I II III IX V VI VII

Fig. 43 The increase of transportations of containers through the terminal Dobrá in 2010

5.3. Support of intermodal transport in Slovakia

5.3.1. Zákon č. 514/2009 Z.z. o doprave na dráhach (Act No. 514/2009 Coll. on Railway Transport) There is the basic definition of intermodal transport that is formulated in Directive 92/106/EEC on the establishment of common rules for certain types of intermodal transport of goods between Member States in § 2, section 4. „Intermodal transport is the movement of goods, during which the road vehicle, trailer, semi-trailer with or without truck, swap body or shipping container uses in the initial or final section of the journey a roads and in the another section of the journey a railways, inland waterways or maritime transport, if this part of the movement of goods exceeds 100 km as

9 Vladislav Container Shuttle – Information brochure – ICA (www.intercontainer.at) 55

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the crow flies and it makes the initial or final section of the journey by road either between the point at which the goods were loaded and the nearest suitable terminal of loading in the initial section of the journey and the nearest suitable terminal of unloading of goods and the point at which the goods were unloaded for the final section of the journey, or inside a radius of less than 150 km as the crow flies from the inland waterway port or seaport of loading or unloading goods. “ According to § 22 a subsidy in the context of intermodal transport = combined transport from the budget chapter of the Ministry for the financial year can be provided. The subsidy may be granted for the financing of projects and parts of projects in the financial year for operation of lines in the system of unaccompanied, but also accompanied intermodal transport. The subsidy may be granted to the applicant, if he proves that he has secured for the financing of project at least 70% of the cost from other sources. The subsidy may be granted up to 30% of the costs necessary for realization of the project. The subsidy may be also granted up to 15% also for the purchase of technical equipment which are necessary for the implementation of intermodal transport. Granting of subsidies is subject to the approved ways for the financial year. From 2006 until the end of 2010, the state budget allocated for this purpose each year 20 million Slovak crowns, which is currently 663 878 EUR. For the 2011 the budget is determined to 0 EUR.

5.3.2. Maximum allowable dimensions and weights of road vehicles

Nariadenie vlády č. 349/2009 Z.z. o najväčších prípustných rozmeroch vozidiel a jazdných súprav, najväčších prípustných hmotnostiach vozidiel a jazdných súprav, ďalších technických požiadavkách na vozidlá a jazdné súpravy v súvislosti s hmotnosťami a rozmermi a o označovaní vozidiel a jazdných súprav (Government Regulation 349/2009 Z.z. about the largest allowable dimensions of vehicles and road trains, the largest allowable weights of vehicles and road trains, other technical requirements for vehicles and road trains in relation to with weights and dimensions and marking of vehicles and road trains) determines the maximum dimensions and weights of road vehicles. Maximum width of vehicles shall not exceed 2,55 meters. Vehicles carrying an isothermal body, respectively container can be 2,6 meters wide. The maximum allowable weight of the road train is 40 tonnes, but road trains which are transported large ISO containers within intermodal transport can weigh up to 44 tonnes.

5.3.3 Zákon č. 8/2009 Z.z. o cestnej premávke (Act No. 8/2009 Coll. on Road Traffic) The Act provides in § 39 restrictions of a journey of certain types of vehicles. Motor vehicles or road trains over 7,5 tonnes are prohibited from driving on highways, expressways and first class roads on the first working day and on Saturday, if this Saturday follows after working day, and this in the period from 1 July to 31 August at the time of 7:00 to 19:00 hours and on Sunday and on the last non-working day at the time of 00:00 to 22:00 hours. These prohibitions do not apply to motor vehicles and road trains that are used in intermodal transport.

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5.3.4. Zákon 582/2004 o miestnych daniach a miestnom poplatku za komunálne odpady a drobné stavebné odpady (Act No. 582/2004 Coll. on Local Taxes and Local Charges for Municipal and Minor Construction Waste) In the Slovak Republic the zákon č. 465/2008 Z.z (Act No. 465/2008 Coll.) is valid from the First of January 2009, which amends and supplements laws on the scope of the Ministry of Finance in relation with the introduction of the EUR in Slovakia, within which the Act No. 582/2004 Coll. is amended and supplemented, and even his eleventh part - the motor vehicle tax. Road vehicles, which were used in intermodal transport, are entitled to a repayment a part of these taxes. If the carrier used a vehicle during the tax period at least 60 times within intermodal transport, he is entitled to 50% tax reduction from the amount of annual tax rate for that vehicle. As a condition of fulfillment of assumptions for the application of the tax reduction it applies, that for using of roads in a single journey within intermodal transport, a 150 kilometers distance as the crow flies between the place of loading of goods and the nearest terminal of intermodal transport and from the terminal to the place of unloading of goods must not be exceeded. The claim on the tax reduction must be demonstrated through the records of the vehicle that are confirmed by the terminal of intermodal transport.

5.3.5. Regulation (EC) No 1692/2006 as amended by Regulation (EC) 923/2009 Regulation (Act) of the European Parliament and of the EC (European Communities) Marco Polo constitutes a financial support instrument, which aims to reduce congestion on roads, to improve the environmental qualities of the transport system and to enhance the intermodality, thereby to contribute to efficient and sustainable transport system for the period from 1 January 2003 to 31 December 2013 so that at the end of this program it will be reached the transfer of the expected total annual growth of international road freight transport, that is measured in kilometers, for short sea shipping, railway and inland waterways, or for a combination of transport modes, in which road journeys will be as short as possible.

5.4. Support of intermodal transport in the Czech Republic There is the possibility of using the Marco Polo program in the Czech Republic as in the Slovakia. The support of intermodal transport : - The support of construction new Intermodal terminals (IT), respectively upgrading of existing IT in the Czech Republic - The support for hardware – capital allowances, - The support for the introduction of new lines (initial phase). - Beneficiary - operators of combined transport, rail carriers, operators of IT, - Form of non-refundable subsidies, - Maximum 30% of eligible costs, - For years 2006 - 2010 - The approved amount is 55,7 million EUR.

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Increased max. allowable total weight of the road train with the ITU to 44 tonnes, Restrictions for journeys during holidays and weekends do not apply.

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6. Support of the development of chemical transportations in the railway sector In railway transport, it is necessary to make systemic changes that promote not only the development of the transport of chemical substrates. These changes must be done in two dimensions:

- Simplification and cheaper access to railway transport route (it concerns the railway infrastructure manager), - Support of system of consignments transportation in different cars (it concerns the national freight carrier ZSSK CARGO).

6.1. Issue of the access to railway infrastructure In the railway sector in accordance with the rules and directives of EU the transformation took place, after that the state usually owns the infrastructure. Railway companies (operators) operates the transport on that infrastructure when they fulfill the conditions. Access to railway infrastructure is:

- Complex process that is defined legislative conditions, - The infrastructure Manager is obliged to publish the conditions of access to infrastructure in the network statement, - The infrastructure manager is obliged to provide a spare capacity of infrastructure. Access to railway infrastructure principally consists of the following steps:

- Allocation of the journey, - Coordination of requirements, - Capacity analysis, - Price for the using of railway infrastructure. The allocation of the train journey may be long-term (within the validity of timetable - one year) or short-term (ad hoc). Within the allocation of the train journey it is necessary to determine basic technical and technological normative for a train journey: - Direction of the train (it comes from proportions of the journey), - Normative of the train’s length, - Number of axles, - Regular weight of the train, - Planning of row HDV (HDV volatility and other technical characteristics – which are listed in regulation ŽSR SR 1013), - Technological processes with the train at intermediate stations.

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Allocation of the capacity in the Slovak Republic is determined by legislative standards and regulations of the infrastructure manager, especially by: - Directive 2001/14/EC Of The European Parliament and Of The Council of 26 February on the allocation of railway infrastructure capacity, levying of charges for using of railway infrastructure and safety certification, - Zákon o dráhach 513/2009 Z.z. (Act No 513/2009 Coll. on Railways),

- Implementing rules: Vyhláška MDPT 351/2010 Z. z. o dopravnom poriadku dráh (Decree of the MTPT SR No. 351/2010 Coll. on traffic order of railways, - ŽSR - Work schedule for the report of train traffic diagram (TTD) and its changes, - Network Statement for the year 2010, GR ŽSR Bratislava.

6.1.1. Report of the timetable The timetable is valid one year and its preparation begins at least 11 months in advance. Railway companies criticize too slow process of route’s allocation. The preparation of the timetable is a complex process in which both infrastructure managers and railway companies are participating. For this purpose, a platform of international associations which are supporting the coordination of the report of timetables, is serving. These include:

- FTE – Forum Train Europe

- RNE – Rail Net Europe

- OSŽD – Organizácia pre spoluprácu železníc (Organization for Railways Cooperation)

Fig. 44 The process of the preparing of the timetable - calendar of activities RNE

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6.1.2. Charging of access to railway infrastructure The infrastructure Manager due charges an allocated capacity in order to minimize distortions of a competition which may arise from significant differences in principles of charging either between railway infrastructures or between transport modes. It is important to define the components of services of the infrastructure Manager, which should be provided for minimum access charges, as well as investment in railway infrastructure.

EC Directive determines that the actual charging of railway infrastructure was based on the accounting of costs which are directly caused by the operation of the train, whereas a charge may also include other costs, such as costs which reflect a lack of capacity at a certain time, environmental costs and costs which are associated with maintenance of transport infrastructure. The Directive allows exceptions, such as an averaging of costs, the possibility of introducing an surcharge to achieve a full compensation and the determination of higher charges in a case of special investment projects that increase the efficiency of operation.

A charging system must encourage the infrastructure manager and the carrier to increase the efficiency, quality of transport and services. The existing charging system in ŽSR is not based on marginal account, but it is based on total costs which are reduced by the subsidy for the infrastructure manager. This leads to higher charges and therefore railway transport becomes unattractive.

The charge for using of railway infrastructure in the Slovak Republic is regulated by the State, through ÚRŽD (Úrad pre reguláciu železničnej dopravy - Railway Regulatory Authority). Transport companies can use within the track access to service facilities these facilities:

- passenger stations and other facilities, - terminals for freight transportation, - marshalling yards, - facilities for starage of goods - ramps, storage area, - electrical supply equipment for traction current, if available, - facilities for formation of trains, - storage sidings, - maintenance and other technical equipment. The price for using of these facilities is included in price for using of road infrastructure. Except the minimum access package the infrastructure manager can provide additional services and facilities and these on the basis of separate contracts which were concluded with the railway transport company. ÚRŽD determines the charge for using of railway infrastructure in inland transport in the form of maximum prices by category of lines (track).

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Currently, on the Railways of the Slovak Republic there is a change of the charging system of railway infrastructure. So far, the price for access to infrastructure of ŽSR has been determined as a global price, which has taken into account the traveled distance (vlkm=train-kilometers), the transport performance (hrtkm=gross tonne-kilometers) and train’s route. The advantage is a simplicity and clarity and accountability of this charging. Rates depend on traveled distance of gross train’s weight and on number of trains, respectively this component is known as the Access component. Weight of individual rates is determined approximately in ratio 80% in relation to the component - train- kilometers, 15% in relation to the component - gross tonne-kilometers and 5% in relation to the component - Access. However, this ratio varies depending on the parameters of the train, such as the distance, the weight, etc. High weight of the charge for transport route in relation to the component – train-kilometers, so at the traveled distance of the train, motivates carriers to extract trains to the standard of the weight, or length of the train, thereby it extends a transportation time. As an example ZSSK Cargo, which in 2009 extended residence time in the marshalling yards from 6 to 12 hours. However, carriers, who do not particularly use complementary services, which are included in the global price, are in disadvantage, which could be understood as a distortion of a competition. However, it is important to realize that this charge includes all services - ie shift services and technical offices (ancillary services, which should be specially allocated to unregulated prices), marshalling yards, using of equipments of traction supply system, using of passenger stations and their equipments, using of stations for formation of trains (hump, rail brakes, etc..), using of freight terminals, rail scales. There are not these services and from those resulting costs included in the foreign charges in the base (minimum) access package.

A current charge for the transport route with its price level and structure is no longer suitable for new conditions of sale of the transit route which is already in use in Western Europe and it is gradually promoted in surrounding countries. In terms of comparison of price levels of countries which are applying the system of charges for using of railway infrastructure, the Slovak Republic belongs to the most expensive countries. This high charge for using of railway infrastructure defends the competitiveness of railway transport against other modes of transport, especially road transport. High price for using of road transport has a major impact on transit transport flows that bypass the infrastructure of ŽSR. High price for using of road transport is a consequence mainly of low total investment subsidies granted by the State.

Risks arising from the unequal conditions in the transport market, especially in a comparison to road transport. To the price for using of railway infrastructure costs for operation and maintenance as well as other activities that do not burden carriers of other modes of transport are included. Partially, this has changed in the freight transport by charging (a toll) of highways, expressways and parallel first class roads.

Ministry of Transport, Construction and Regional Development of the Slovak Republic (Ministerstvo dopravy, výstavby a regionálneho rozvoja SR) currently has prepared the proposal to amend the charge structure for using of railway infrastructure. The new concept of charging of a railway infrastructure is based on the following principles:

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- maximum prices for using of railway infrastructure and individual components of a transport route will be followed to zákon 513/ 2009 o dráhach, - maximum prices (rates) for the minimum access package will be the same for all modes of transport, - services are divided into four categories: o the minimum access package, o the track access to service facilities, o ancillary services, o and other services. - prices of the minimum access package and of the track access to service facilities are among regulated prices, - prices of ancillary services and other facilities are among unregulated prices and zákon NR SR č. 18/1996 o cenách (Act of the National Council of the Slovak Republic No. 18/1996 Coll. on Prices as amended) subjects to these prices. A new charging concept defines two categories - the minimum access package and the track access in this structure of the charge: Charge for train ride

+ Reservation charge

+ Charge for using of electrical equipments

+ Access charge for technical equipments

= The total charge for the access to railway infrastructure

Úrad pre reguláciu železničnej dopravy (Railway Regulatory Authority) has designated in its Výnos č. 3/2010 o určení úhrad za prístup k železničnej infraštruktúre (Decree No. 3/2010 on the determination of charges for access to railway infrastructure) of 2 December 2010 from 1.1.2011 maximum payments for the access to railway infrastructure within the minimum access package and the track access to service facilities.

The payment system for services of the minimum access package consists of maximum payments for:

- ordering and allocation of the capacity, - management and organization of transport, - ensuring the operability of the railway infrastructure. The payment system for services of the track access to service facilities consists of maximum payments for: a) using of the electrical supply equipment for traction power,

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b) using of passenger stations, their buildings and facilities,

c) access to marshalling yards and to facilities for formation of trains and cargo terminals owned or in management of a regulated entity.

The payments for access to railway infrastructure within the minimum access package and the track access to service facilities

The total payment for the minimum access package for the train is calculated:

whereas:

whereas: vlkm train-kilometers, hrtkm gross tonne-kilometers, i - category of the track; for the necessity of regulation tracks are divided into categories according to the list, which is described in Section III point a) of this Annex,

U1i maximum payment for ordering and for the allocation of a capacity in EUR per train-km for the corresponding category of a track,

U2i maximum payment for the management and organization of transport in EUR per train-km for the corresponding category of the track,

U3i maximum payment for ensuring the operability of the railway infrastructure in EUR per thousand gross tonne-kilometers for the corresponding category of the track,

Ump total payment for using of the railway infrastructure within the minimum access package for the train, regardless of a type of provided transport services in EUR,

U1 total payment for ordering and allocation of capacity in EUR for the train, it shall apply regardless of the actual use of the ordered and allocated capacity,

U2 total payment for the management and organization of transport in EUR per the train,

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U3 total payment for ensuring the operability of the railway infrastructure in EUR per the train,

Li total length between individual transport points of the track of a relevant category, which is expressed in kilometers at three decimal places,

Qi total gross weight of the train in tonnes on the relevant category the track, which is rounded to whole tonnes upwards, ke coefficient that accounts a ride of the train with an active traction railway vehicle of the independent traction on electrified lines (tracks) of the relevant category, whose height is 1,2 and the height of a coefficient for other trains is 1,0.

Payments for the minimum access package

Maximum payments for ordering and allocation of the capacity

U1i Category of the track In EUR per train-kilometers without value added tax

1. 0,0207

2. 0,0190

3. 0,0188

4. 0,0160

5. 0,0141

6. 0,0096

Maximum payments for the management and organization of transport

U2i Category of the track In EUR per train-kilometers without value added tax

1. 0,958

2. 0,881

3. 0,871

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U2i Category of the track In EUR per train-kilometers without value added tax

4. 0,742

5. 0,651

6. 0,445

Maximum payments for ensuring the operability of the railway infrastructure

U3i Category of the track In EUR per thousands gross tonnes- kilometers without value added tax

1. 1,311

2. 1,261

3. 1,243

4. 1,064

5. 0,934

6. 0,649

Payments for the track access to service facilities

- Maximum payment for using of electrical supply equipment for the traction power, - Maximum payment for using of passenger stations, their buildings and facilities, - Maximum payment for an access to marshalling yards and facilities for formation of trains and to cargo terminals owned or in management of a regulated entity. For an illustration there is a current price for using of railway infrastructure with a type transit freight train (This trains is transporting cargo between stations, mostly in the territory of one State) in the section Košice - Bratislava, as well as the estimated price after the introduction of the new charging system in the Tab. 9. There is an example of a price for a handling train for type section Košice - Spišská Nová Ves, which is determined for collection of individual wagon consignments to the marshalling yard too. The proposal of prices is processed according to Výnos č. 3/2010 Úradu pre reguláciu železničnej dopravy (ÚRŽD) (Decree No. 3 / 2010 of the Railway Regulatory Authority) of 2

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December 2010. In the example it is about regular trains. In the item of train-kilometers performances are for handling trains valued by a special rate of 60% of the maximum price. There is also a comparison of the level of toll for a road vehicle on the route Bratislava - Žilina – Košice for an equivalent weight of 2000 tonnes in the Tab.9.

Tab. 9 Comparison of the price for using of railway infrastructure for type trains and vehicle combinations

Charact- Length Weight of Global price Price Charged Toll which Toll which eristics of the the train and according to according length is set for 40 is set for 36 of the train additional the current to the new of the tonnes road tonnes train track notes price decree price decree road train, 5 road train, (cenový (cenový journey axles, Euro 4 axles, výnos ÚRŽD výnos ÚRŽD 3 and 50 Euro 3 and 545/2008) 2/2010 *) transporta- 55,5 tions as an transporta- equivalent tions as an of 2000 equivalent tonnes of 2000 tonnes

Transit freight train(Tf) 2000 t, 399,579 Košice 444 km 6082,70 € 2474,50 € 3640,433 € 4162,835 € freight shove Spišská km st. – N. Ves - Štrba Bratisla- va East.

Handling freight train(Hf) A track is A track is not A track is not not 75 km 700 t 519,58 € 406,92 € charged charged Košice – charged Spišská Nová Ves

* The price includes services of the minimum access package (a booking fee, a ride of the train) and of the track access to service facilities (an electric traction, using of technical equipments for freight transport), the price does not include services

The above example shows that for the integrated train weighing 2000 tonnes in section Košice - Bratislava the charge for using of railway infrastructure will be reduced by 60%. A new method of charging provides the reduction of the charge for using of railway infrastructure in the order of 50% for the type train, thus to support of the development of freight railway transport will be reached.

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/ train km train / € 4

0 HR DK SP SE PT SI FR BE HU SF NL NO IT DE CH AT UK PL RO CZ SK BG LT EE LV

Fig. 45 A comparison of prices for using of railway infrastructure after the reducing of the charge on ŽSR

6.2. Innovation of forming of trains on ŽSR In freight transport carriers offer these products:

- freight integrated trains: o dispatching/technological o scattering / gradual o single-grouped/multi-grouped - logistics trains (driving mode in time, certified trains) - single wagon consignments

In the segment of integrated trains it is necessary to find international relations and to create system trains for Combined transport. In addressing the forming of trains it is necessary to focus on single wagon consignments that are currently for the unsuitable technology are experiencing a in significant decline.

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6.2.1. The current situation of single wagon consignments in the Slovak Republic The service of transport of single wagon consignments is provided by the Railway company Cargo Slovakia, a.s. (ZSSK Cargo) which is largely dependent on the plan of trains-forming of the Slovak Railways (ŽSR) and on the technology works marshalling yards and trains-forming stations that administer and also operationally manage the ŽSR. Considering the technological methods of the work used by ŽSR and ZSSK Cargo it is not always possible to port the wagon to unloading for the customer just in time when the customer would like to have it and in terms of logistics also he would like to need it. For a several years this leads to transition customers of ŽSR to a competitive road freight transport. Considering the situation in a compliance of timetables of freight trains, railway freight transport is very stochastic and it is very difficult to tell in advance when the wagon will be arrived from the station A to the station B. The compliance of timetables is particularly for trains of a local service, because their timetables are tied with the service of private railway sidings at stations on the operated track and times of the service agreed between the operator ZSSK Cargo and customers. Timetables of trains going between trains-forming stations are often not met because of waiting for reaching the normative of the weight and length of the train set (collection of wagons for standard of the wagon utilization) justified by a charge which the carrier must pay to the infrastructure manager for using of transport infrastructure. One of the possibilities of improving of provided transport services of individual wagons is the application of the methodology of freight trains-forming in time, coupled with the ensure of fixed transition of wagons between individual trains. Greiner dealt with this methodology in his work. Another option is an application of innovative approaches in the implementation of the forming of trains that professor Černý was processed. It is a time-continuous trains-forming and time-discrete trains-forming (“the night jump”). A model of time-discrete trains-forming have been successfully implemented in Switzerland. For innovative solutions of trains-forming it is necessary to define three levels of trains-forming stations: - stations with the authorization for filing and issuing of wagon-consignments - stations of base network, - satellite marshalling yards, - main marshalling yards. Stations of base network belong to the attraction circuit of only one satellite or main marshalling yards, it means it considers the one-way operation of track sections. Each satellite marshalling yard belongs to the attraction circuit of the only one main marshalling yard. Wagons are transported from the stations of base network by service trains (handling, private siding) to the nearest satellite or main marshalling yard. In the satellite station sets of service trains are connected to the segmental transit train that carries those trains into the main marshalling yard. The main marshalling yard creates direct single or multi-grouped trains and scattering transit trains to other main marshalling yards, which create segmental trains to satellite yards of their attraction circuit, in which with the

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simple disconnecting the service trains are created that transport wagons to their destination station.

Main marshalling yards Satellite marshalling yards stations of base network

Fig. 46 The basic scheme of three-tiers hierarchy of stations Tab. 10 Overview of the number of trains-forming stations ŽSR in years 2005-2010

Type of the station 2005 2006 2007 2008 2009 2010

Decisive trains-forming 6 6 6 6 6 5 stations

Other trains-forming 47 31 25 25 24 17 stations

Other trains-forming 0 4 3 3 3 10 stations (the carrier realizes a movement)

Sum 53 41 34 34 33 32

An innovation lies in the fact that the main marshalling yard creates only direct single-grouped transit trains, and this to all other main marshalling yards. The advantage is less reassignments (max. 2), this leads to a reduction of average time of the wagon relocation on the network. The proposed technology can be applied as: - all-day forming of trains in the mode of a wagons collecting on the normative of utilization, it means the time-continuous trains-forming, - time-discrete trains-forming (“the night jump”).

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It is important to determine the number of main marshalling yards. It is based on the criterion of an average time of the wagon relocation, respectively a time loss of the wagon (a solution was proposed by the professor Černý). In terms of ŽSR network four main marshalling yards devolve into account (Bratislava East, Žilina-Teplička, Košice freight station, Zvolen freight station)

A model of the time-continuous trains-forming requires a large number of directional rails and it causes an increase of delays in the process of gathering. Time-discrete model of trains-forming is based on these principles: - three-tiers hierarchy of stations, - one-way operation, - creation of direct single-grouped Tf trains between all main marshalling yards. However, trains are created and these trains go only in the specified period during the day with a compliance of the timetable. It is based on the customer requirement for the realization of cargo handlings in the day time during working days.

direct single-grouped Tf trains Hf trains Hf trains

departmental departmental trains trains

arrival on the arrival on the day day B(C) in the A before the arrival on the day morning evening B(C) after midnight departure on the departure on the departure on day B(C) in the day B(C) in the the day A in evening morning the afternoon

Fig. 47 Scheme of the organization of wagon´s currents in the time-discrete trains-forming

After the loading of wagons in the afternoon of the first day (day "A") it is performed their collection, respectively the collection of unused empty wagons after the unloading to the nearest main marshalling yard the through satellite yards. In the late afternoon in the main marshalling yard it is started an operation and a hump shunting of target’s train-sets and the production of source’s direct single-grouped Tf trains to all other main marshalling yards and satellite yards in their own attraction circuit. These trains depart in the evening, at first trains of greater distances, which it is necessary to ensure the passage of all wagons from the target to the source trains. An activity of the main marshalling yard declines in the evening.

On the second day (day "B"), exceptionally on the third day (day "C") for greater distances, late after midnight, fast trains come into the main marshalling yard from other main marshalling yards for the hump shunting. Their wagons are passed to the departmental Tf trains for satellite yards or service trains for stations of base network. In the morning at first Tf trains to far satellite yards leave, then Tf trains to closer satellite yards and in the end service trains to adjacent sections of the track. An

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activity in main marshalling yards declines after the leaving of these trains until late afternoon. In satellite yards Tf trains are distributed to service trains which transport their wagons to the destination station in the early morning. An activity in marshalling yards at weekends is declined to a esential degree. Technology in the main marshalling yard assumes: - executive hump, - high throughput of entrance and departure rails, - fast service of target and source freight trains – it can be solved by focusing of all crews at first on service of target trains and then their movement, - for the service of source trains. Benefits of time-discrete trains-forming: - reduction of the time of relocation to the technologically essential value, - reduction of the time of wagon’s relocation – loading on the day "A", unloading on the day "B" (exceptionally on the day "C"), - delivery of consignments in the mode "just in time", - optimization of circuits of driving vehicles, - high productivity of operating workers in the marshalling yard that is focused on night hours. Benefits of the concept of the trains-forming for the transportation of chemical substrates:

- unified concept and network’s technology of the relocation of each wagon´s consignment within the network ŽSR, - precise definition of the time of the consignment’s delivery.

The introduction of the innovation of trains-forming in the form of “night jump” is considering the organizational structure of the ZSSK necessary to coordinate between the ZSSK Cargo Slovakia, a. s. and between the manager of railway infrastructure ŽSR.

An comparison of times of the delivery wagon´s consignments on selected sessions currently and an assumption after the introduction of a new system of the organization of trains-forming is presented in the following table.

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Tab. 11 Average times of delivery of wagon´s consignment on the network of ŽSR

Delivery time Delivery time by Actual delivery after the Relation Distance RTR / F ZSSK times introduction of a CARGO new organization of trains-forming Bratislava - Košice 440 km 66 h 78 h 24 h

Šaľa - Strážske 590 km 78 h 72 h 27 h

Čierna nad Tisou - Žilina 337 km 42 h 48 h 22 h

7. Proposed development of intermodal transport in the Slovak Republic in relation to neighboring countries and prepared terminals On the basis of defined lacks in the connecting of Slovakia territory by lines of intermodal transport we suggest considering the creation of new lines with priority in axis north - south through the territory of Central Europe. We suggest to comprehensively complete a network of intermodal transport lines, so that the territory of Slovakia was connected to all directions and also it was able to link Central Europe in direction of north - south. We propose to develop these links: 1. Swinoujscie/Gdynia – Žilina, 2. Žilina – Wien – Wels / Novara 3. Žilina – Lovosice. Line of intermodal transport Swinoujscie/Gdynia – Žilina It is directed in line of corridor: Gdynia – Katowice – Ostrava – Žilina – Bratislava/Wien – Klagenfurt – Venice/ Trieste /Bologna/Ravenna; Graz – Maribor – Ljubljana – Koper/Trieste. According to the new approved REGULATION (EU) No 913/2010 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 22 September 2010 concerning a European rail network for competitive freight EU member states are obliged to take into account a new legislation, which establishes international railway corridors of freight transport and a strong preference of freight transport on those corridors and the above mentioned corridor must be established to 10 November 2015. It also creates a time for creation of action plan for development of railway and intermodal transport in this route. There have already been registered almost 192 000 vehicles to the electronic toll system in the Slovak Republic. Up to 66% of the total number of registered vehicles are from abroad. There are registered to the electronic toll system in addition to Slovak vehicles most vehicles from Poland (35 233), Czech Republic (28 320) and Hungary (20 737). There are up to 140 709 vehicles of the total

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number of registered vehicles in the category of 12 tonnes or more. On average 26 581 vehicles over 3,5 tonnes daily uses defined road sections. There were selected 0,39 mil. EUR within the transit ticketing for the state last month. Most used transit routes are the section of the highway D2 from Brodské to Čunovo and the section Svrčinovec - Čunovo (which is in route of the proposed line of intermodal transport). Almost 100% of tickets on these routes have been purchased for vehicles from abroad. Sources of information of electronic toll collection should be an important base for the detection of transport flows. Most of transports pass in the direction north-south and vice versa particularly in terms of vehicles from Poland. Line of intermodal transport Žilina – Wien – Wels / Novara In terms of North-South link in Central Europe we suggest a line Žilina - Wels and Žilina - Novara. In the case of lower line utilization it can be possible to keep these two lines in the section Žilina - Wien together, where the train would be divided in the direction of Wels and Novara. At the same time it can be considered with a stay of this train in the railway station Lepoldov where the load from terminal Leopoldov would be added. Trains departure of this line would be preferred to trace from Žilina as a connection to the line Swinoujscie / Gdynia - Žilina, so that consignments from the north could continue to Wels, respectively to Novara. Line of intermodal transport Žilina - Lovosice In terms of the transport market in Slovakia in the transport of chemical products and other products it is important to connect Slovak Republic to lines of intermodal transport. These links go to Germany. It is s crucial export and import partner of the Slovak Republic. Therefore, we propose to link the intermodal terminal with functional terminal Lovosice in the Czech Republic. This line would cover the western and northern part of Germany (through Hamburg and Duisburg). Next we propose to secure a cover of the southern part of Germany with the line Žilina - Wien - Wels with the connection to lines that continue from Wels.

There are listed operational and technical parameters of the proposed intermodal transport lines in the Table 13. There are alternately considered as transport units large containers and articulated vehicles, whereas there is considered the weight of goods in a large container 16,5 tonnes and 25 tonnes in a articulated vehicle. Number of wagons in the train is under consideration for container wagons of Sggrmss series (6-axles wagons with the tare weight of 29,8 tonnes) and Basket Wagons of Sdgnss series for the transportation of road semi-trailers with a tare weight of 26,5 tonnes.

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Tab. 12 Overview of operational and technical parameters of proposed lines of intermodal transport

Route of the line Gdynia – Świnoujście – Žilina – Žilina – Žilina – Zwardoň – Bohumín – Leopoldov – Leopoldov – Lovosice Žilina Žilina Wien – Wels Wien – Novara

Normative of the train´s 1500 1500 1400 / 1600* 1100 / 1600* 1500 weight [t]

Normative of the train´s 600 600 600 / 650* 550 / 650* 600 length [m]

Distance [km] 709 822 503 1246 519

Travel time of the line [h] 22 30 10 / 13* 22 / 27* 10

Capacity of Sggrmss 4 TEU in the wagon Sdgnss(semi- 1 trailers)

Number of Sggrmss 12 12 11 / 13* 9 / 13* 12 wagons in the train Sdgnss(semi- 22 22 21 / 24* 16 / 24* 22 [wg] trailers)

Number of Sggrmss 48 48 44 / 52* 36 / 52* 48 ITU´s in the train Sdgnss(semi- 22 22 21 / 24* 16 / 24* 22 [TEU/train] trailers)

Transport Sggrmss 970 970 890 / 1055* 730 / 1055* 970 capacity of the Sdgnss(semi- 550 550 525 / 600* 400 / 600* 550 train(net trailers) weight of goods) [t]

* Normatives apply to the section Žilina - Leopoldov, respectively Wien, in the travel time the time for stay for processing of the train in Wien, respectively in Liverpool is counted

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Fig. 48 Planned network of intermodal transport links

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8. Comparison of the cost ratio of railway, road and intermodal transport

8.1. Transportation of chemical substances in IBC containers by road and railway transport

8.1.1. Domestic and international transport according to the TR1

For transportation to customers who require larger volumes of chemicals in IBC containers, whereas the delivery time is not the decisive factor, it is efficient the transportation of high-capacity wagons by railway transport compared with the transportation by road semi-trailers. This solution brings a saving of transport costs (transport expenses).

There is suitable for the transportation of IBC containers in terms of road transport an open body system (a platform body of the semi-trailer) with sideboards, with pallet guards, or a closed body system (a box-type body), because the load is blocked to the side. We do not reach the target vehicle utilization 25 tonnes for vehicles with box bodies, because the tare weight of this vehicle is higher than the tare weight of the vehicle with a platform body.

Fig. 49 Loading of IBC containers to the railway wagon Habbillns The purpose of the solution is to reduce the number of road vehicles needed for the transportation of IBC containers to customers and thus to achieve a reduction of transportation costs associated with the transportation by articulated vehicles. The customer defines, when it is useful to take goods by road transport and when by railway transport. We must come out from the assumption that the delivery time will be longer for railway transport than for road transport.

When transporting chemicals in IBC containers weighing 1135 kg 21 pieces can be loaded into the semi-trailer and 52 pieces into the wagon Habbillns. Main technical parameters of compared transport units are listed below.

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Tab. 13 Main technical parameters of compared transport units Parameter Semi-trailer 13,6 m Habbillns Loading length 13620 mm 21200 mm Loading width 2480 mm 2840 mm Loading height 2700 mm 2800 mm (under the roof beam) Loading weight 24000 kg 61200 kg (D category) Number of loaded IBC 21 52 The total weight of 23835 kg 59020 kg cargo

More than twice of IBC containers can be loaded into railway wagon compared to semi-trailer assuming that the transportation to the customer will be transported down the railway tracks of category D, where the highest load of the wagon is allowed.

Fig. 50 Transportation of 22 IBC containers in semi-trailer - (24 t) The load in figure above is evenly distributed with no overloading of fifth wheel or tri-axle. Cargo center of gravity is 7,07 meters from the headboard which is about the center of a semi-trailer.

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Fig. 51 Transportation of 52 IBC containers in wagon Habbillns (59 t) Railway wagon is a wagon with three sliding walls, which serve to distribute the pressure between the cargo and for blocking of upper layer in longitudinal direction. In such a wagon it is necessary to check whether the load distribution along the length of the wagon is correct. The most critical is loading in the centre of the wagon where the load shall not exceed 22 tonnes per 4 m length. This is not the case for our load with weight of 18,16 tonnes per 4 m length in the wagon centre. For comparison we take into account current transport costs for the articulated vehicle in the Slovak Republic for a 24-tonne load 0,9 – 1,5 EUR / km. Similarly according to the tariff TR1 of ZSSK Cargo (freight forwarders usually negotiate better rates) we apply for the railway wagon a transport rate, where we consider the use of carrier´s wagons. When calculating the transport fee also the fee (charge) for using of the wagon Habbillns is applied, which is according to TR1 (2010) - € 25,75 on the transportation (25,75 / 59,02 t = 0,436 EUR/t). A comparison of the price for the transportation by roads and by railways in EUR per t/km is listed in following figures.

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Obr. 52 Very high rail transport cost for short distances Whether from the perspective of national or international railway transport this type of transport will be advantageous only for the transportation over a certain distance. Therefore, according to the tariff TR1 it is interesting the transport with the transportation distance over 600 km. The rate for road transport is lower by increasing the distance for which the railway transport starts to be preferable. In the case of the unit price with the use of the articulated vehicle 1,2 EUR / km the transport distance for railway transport is about 800 km (in the case of a 20% discount - 650 km).

Qualitative indicators - reduced transport costs over specific transport distance, - longer delivery time, - return transportations of empty containers are relized exclusively by road transport (52 empty IBC containers stacking two layers in semi-trailer),

- customer must order larger quantity of chemicals.

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8.1.2. Special transit prices ČD Cargo – ZSSK Cargo for consignments of Ukraine - Germany and vice versa

In the case of transportation of chemical substances (except of non-listed10) in IBC containers from Ukraine to Germany under the same conditions as in the previous case we compare the cost ratio of road and railway transport.

Tab. 14 Transport charges for individual transit routes from Čierna nad Tisou11 Transit session Distance Price per tonne of transported goods (€/t) (km) Goods in a single wagon’s Goods in wagons in integrated consignment trains

2-axles wagon 4- axles wagon 2- axles wagon 4- axles wagon

(weight of (weight of (weight of (weight of goods min 10 t goods min 25 t goods min 10 t goods min 25 t / 20 t) / 40 t) / 20 t) / 40 t)

Čierna nad Tisou – 913 29,40 / 21,00 29,40 / 21,00 28,40 / 20,00 28,40 / 20,00 Děčín state border(s.b.) Čierna nad Tisou – 960 29,40 / 23,00 29,40 / 23,00 28,40 / 22,00 28,40 / 22,00 Česká Kubice s.b. Čierna nad Tisou – 1022 29,40 / 23,00 29,40 / 23,00 28,40 / 22,00 28,40 / 22,00 Cheb s.b.

On the route Čierna nad Tisou – Děčín state border we apply for our case12 the rate of 21 EUR/tonne, that is 0,023 EUR/tkm. In the case of road transport and of the price 1,2 EUR/km and in the case of payload 24 tonnes the rate is 0,05 EUR/tkm and therefore we can say that the railway transport in this case is preferable. For other rates per km of road transport the conversion to the tkm is as follows.

10 Products: of all kinds, excluding military transportations, containers, cars, coal and iron ore, PLM and special transportations without previous debate, goods of RID Class 1 and 7 and the same time NHM 2801, 2806, 2807, 2808, 2809, 2814, 291521. Trains (groups of wagons and individual consignments) will go through the route Čierna nad Tisou s.b. <-> Lúky pod Makytou s.b. / Horní Lideč s.b. <-> Děčín s.b., Lovosice (in the case of goods are transhipped from road transport from/to DB), Česká Kubice s.b., Cheb s.b. and back. Normative for the integrated train Gross: 2200 tonnes and 600 m. 11 CargoBusiness 2/2010 - www.zscargo.sk 12 Habbillns – 4 axles – load 59 tonnes 81

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Tab. 15 Comparison of prices per tkm for cargo in transit Čierna nad Tisou – Dečín s.b. Transport Price Price for tkm Railway 21,0 EUR/t 0,023 1,0 EUR/km 0,042 Road 1,2 EUR/km 0,050 1,3 EUR/km 0,054 1,4 EUR/km 0,058

Tab. 16 Increase of the load of road transport by toll in the Czech Republic on transit route from Ukraine to Germany across Slovakia and the Czech republic Route Vehicle Toll to 31.12.2010 Toll to 1.1.2011 Toll to 1.1.2012

Čierna nad Tisou – Articulated vehicle Slovenské Nové 40 tonnes Mesto- TV – KE – PO – 5-axles 62,44 EUR 62,44 EUR 64 EUR13 RK – ZA - Drietoma s.b. EURO 3 (charged by toll 362,033 km)

Starý Hrozenkov s.b. – Articulated vehicle Brno – Praha – Teplice 40 tonnes 50 EUR14 62,5 EUR 78,125 EUR15 s.b. 5-axles EURO 3

Sum - 112,44 EUR 124,94 EUR 143,125 EUR

8.2. Summary in relation to the transport of dangerous goods

Transport of dangerous goods (dangerous chemicals) is compared to the transport of general cargo affected by other factors:

- Railway transport o increased charge for railway infrastructure, o increased tariff for selected commodities of dangerous goods, - Road transport, o Increased costs for insurance, o increased costs for personnel (training),

13 Estimate after the completion of new highway sections on the route. 14 Calculated according to www.emytocz.cz – 1206,94 Kč (Czech crowns) 15 Increase of the toll is based on the declared intentions of the Government of the Czech republic, which may change from December 2010. 82

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o increased costs for vehicles , o driving bans and possible bypasses.

9. Feasibility of selected projects and measures We divided proposed solutions for improving / challenges as follows:

- Intermodal transport system, o palcement of terminals in accordance with corridors, o development of new intermodal lines, o cleaning stations , - Railway transport operations, o transportation of wagon´s consignments / trains-forming.

Tab. 17 Feasibility of selected projects and measures Solution Feasibility Proposal of activities

Placement of terminals Current processed project Investments from EU funds documentation. Infrastructure owned by state according to legislation of EU

New intermodal It depends on the completion of Private sources, Marco Polo connections new terminals and on cooperation Program, a subsidy for the between operators in establishing operation of combined transport of continental intermodal lines (“full entry support”). with the connection of Slovakia to the European network. The Financial support for the development in charging of road purchase of intermodal transport infrastructure and traffic units (semi-trailers, swap bodies) restrictions, including emissions from the national level or EU from logistics will affect the level. development of intermodal connections.

Cleaning stations16 New modern advanced cleaning Construction from private station - only technical issues - sources requirements for operation are clearly defined in existing legislation.

16 Within this part the feasibility study was processed: NETWORK OF CLEANING STATIONS FOR TANK CONTAINERS, TANK WAGONS AND TANK VEHICLES IN SLOVAKIA, rail and road tankers in SR 83

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

Solution Feasibility Proposal of activities

- availability of grounds in defined locations for cleaning stations

Trains-forming It is necessary to solve Investments into cost-benefit technological questions issues. analysis.

Delivery time and price of the transportation limits the proposal.

Improvement of railway There are real assumptions for Investments from EU funds (more infrastructure significant improvement of railway details in Table 18) infrastructure in Slovakia (more details in Table 17).

Continuation of the table

Solutions Interested parties Financial Plan Timeline

Placement of terminals MDVaRR- 171 mil. €, 85 % EU 2014-2016 Ministerstvo Cohesion Fund, 15 % dopravy, výstavby State Budget (more a regionálneho details in Table. 18) rozvoja (Ministry of Transport, Construction and Regional Development of the Slovak Republic)

New intermodal intermodal not available 2012-2014 connections operators, road carriers (hauliers), railway transport infrastructure managers

Cleaning stations17 operators and It depends on the 2012-2016 customers, location, size and type

17 Within this part the feasibility study was processed: NETWORK OF CLEANING STATIONS FOR TANK CONTAINERS, TANK WAGONS AND TANK VEHICLES IN SLOVAKIA, rail and road tankers in SR 84

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

Solutions Interested parties Financial Plan Timeline

association of of provided services cleaning stations, terminal operator, chemical company

Trains-forming ZSSK CARGO, a.s. costs for treatment of 2012-2014 the technology

Improvement of railway MDVaRR, ŽSR a.s. EU funds: 920 mil. EUR 2012-2014 infrastructure

Development of the railway transport infrastructure in Slovakia is feasible primarily by modernizing of international corridors defined by Pan-European Conference of Ministers of Transport TEN-T.

Tab. 18 Indicators of Priority axis: Development of railway infrastructure in Slovakia Description and unit of Target Code Name of indicator Initial value Source indicator value*

INDICATORS OF OUTPUT

km of reconstructed Length of modernised Core 19 92 257 MTPT SR railroads railway tracks in km

Length of new railway - of which TEN-T tracks of the TEN-T 71 236 MTPT SR network in km

INDICATORS OF RESULT

Time saving Time saving in Core 21 passenger/freight 0 35/295 MTPT SR (railway transport) transport (min.)

INDICATORS OF CONTEXT

Number of railway Core 13 Number of projects 7 18 MTPT SR infrastructure projects

Expresses the share of Share of railway transport on railway transport on freight transport total freight transport 28,7 30 MTPT SR performances performances of the Slovak Republic (%)

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

Description and unit of Target Code Name of indicator Initial value Source indicator value*

Expresses the share of railway transport on Share of railway transport on total passenger passenger transport 5,6 5,9 MTPT SR transport performances performances of SR (%)

NOTE: * - It is an estimated value of indicator. The real target value will be known upon the completion of the implementation of OPT Tab. 19 Financial plan of OPT focused on railway infrastructure and infrastructure of intermodal transport (in EUR in current prices) Indicative breakdown For of the national information counterpart Co- Community National Total financing funding counterparts funding Priority axes National National rate public private EIB Other funding funding

a b=c+d c d e=a+b f=a/e

COHESION FUND Priority axis 1 920 878 Railway 782 746 878 138 131 802 138 131 802 0 0,85 680 Infrastructure

Priority axis 3 Intermodal 120 730 102 620 947 18 109 579 18 109 579 0 0,85 transport 526 infrastructure

Source: OPT 2007-2013

ChemLog PROJECT and FEASIBILITY STUDY present specific proposals for the development of railway and intermodal transport in terms of Slovakia in relation to neighboring countries. The action plan should follow up on these studies within a continuation of this project.

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

Literature

ČAJDA, M.: Bezpečne s nebezpečnými vecami 2009. CMS TREND, Bratislava, 2009. ISBN 978-80-969095-3-7 Čamaj, J.; Gašparík, J.: Evaluation of railway stations as part of basic implementation time discrete train formation. In: TRANSCOM 2009, 8-th European Conference of Young Research and Science Workers, Žilina June 22 Petrovský, A.: Dopravný slovník. Alfa, Bratislava, 1983. ISBN 63-137-83 Bujna, V. a kol.: Almanach dopravy Slovakia transport. Luxur, Bratislava, 2006. ISSN 1335-7433-24 Gašparík, J.; Blaho, P.: Metodika prideľovania kapacity železničnej infraštruktúry v nákladnej doprave. In: Horizonty železničnej dopravy 2010, medzinárodná vedecká konferencia, Žilinská univerzita v Žiline 2010, s.62- 69, ISBN 978-80-554-0247-5 Márton, P.: Vývoj počtu vlakotvorných staníc v sieti ŽSR v rokoch 2005 – 2010. In: Železničná doprava a logistika, elektronický odborný časopis, Roč. 6, č. 1 (2010), s. 9-12, Žilinská univerzita v Žiline 2010, ISSN 1336- 7943 Nariadenie Vlády Slovenskej republiky č. 344/2006 o minimálnych bezpečnostných požiadavkách na tunely v cestnej sieti Council Directive. 68/414/EEC as amended by amendment Council Directive 98/93/EC, which regulates the production of oil and petroleum products Dekra automobil: Tunelem nebo přes alpské kopce? 4/2009, Praha AMENDMENTS OF ADR 2009 ON CARRIER POSITION, number I, 2009, Bratislava Výnos č. 2/2010 Úradu pre reguláciu železničnej dopravy z 18. augusta 2010 o regulačnom rámci pre určovanie úhrad za prístup k železničnej infraštruktúre, Available online on: http://www.urzd.sk/legislativa/VynosURZD-2010-02.pdf Široký, J.: Operátoři a provozovatelé terminálů intermodalné přepravy v ČR. In: In: Železničná doprava a logistika, elektronický odborný časopis, Roč. 6, č. 3 (2010), s. 14-26, Žilinská univerzita v Žiline 2010, ISSN 1336- 7943. http://www.profivodic.sk/adr http://www.telecom.gov.sk/files/doprava/cesta/scd/adr2009/adr2009_cast1.pdf http://pernerscontacts.upce.cz/13_2009/halama.pdf http://pernerscontacts.upce.cz/13_2009/halama.pdf www.telecom.gov.sk/index/open_file.php?file=doprava/adr http://www.ndsas.sk/tunely/12385s http://www.telecom.gov.sk/files/doprava/cesta/scd/adr2009/adr2009_cast8.pdf http://www.euroinfo.gov.sk/index/go.php?id=1071 http://portal.statistics.sk/showdoc.do?docid=16383 http://www.telecom.gov.sk/externe/idic/index.html http://www.slovnaft.sk/sk/o_nas/pre_media/prezentacie_a_publikacie/ http://www.slovnaft.sk/sk/o_nas/pre_media/prezentacie_a_publikacie/ www.benzin.sk/obr/pistol.jpg http://www.piestany.sk/index.php?id=15&L=0 http://www.tamex.sk/data/Video_Car_Recorder_W.pdf http://www.ssc.sk/sk/Bezpecnost-cestnej-premavky-BECEP/Kriticke-nehodove-lokality/Kriticke-nehodove- lokality-a-hustota.ssc http://www.strukturalnefondy.sk/operacne-programy/doprava] http://www.gefahrgut-wiki.de/StVO http://www.telecom.gov.sk/files/doprava/cesta/scd/adr2009/adr2009_cast8.pdf PETRUNČÍK, P. ADR 2009 Přeprava nebezpečných věcí po silnici. Praha: Sdružení automobilových dopravců ČESMAD BOHEMIA, 2009. 216 s. ISBN 978-80-87304-02-0

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

SÜSELBECK, G. Basiskurs ADR 2009. Wegberg: Verlag Günter Hendrisch, 2009. 262 s. ISBN 978-3-938255-08-7 WINKLER, E. Tunelem nebo přes alpské kopce? Nebezpečný náklad. ISSN , 2009, č. 4, s. 8 – 11.Dohoda ADR.Available online on: . Vyhláška Ministerstva dopravy a spojů č. 30/2001 Sb. Available online on: . Vyhláška Ministerstva vnútra SR č. 9/2009 Z. z. Available online on: . Zákon č. 361 / 2000 Sb. o provozu na pozemních komunikacích. Available online on: . Zákon Národnej rady Slovenskej republiky č. 8/2009 Z. z. o cestnej premávke. Available online on: . Zákon Národnej rady Slovenskej republiky č. 168/1996 Z. z. o cestnej doprave. Available online on: . Objectives DIOMIS. UIC. [Online] 2010. [cit. 2010-06-06] .

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

List of abreviations ADR European Agreement Concerning the International Carriage of Dangerous Goods by Road AT Austria CACS Česká asociácia čistiacich staníc (Czech Association of Cleaning Stations) CSC International Convention for Safe Containers CR Czech Republic ECD European Cleaning Document EN European Technical Standard EP European Parliament ESTY Eastern Slovak Transshipment Yards EU European Union FTE Forum Train Europe hrtkm Gross tonnes kilometers HU Hungary IBC Intermediate bulk container ICA Intercontainer Austria IMDG International Maritime Dangerous Goods Code IT Intermodal transport ISO International Standardisation Organisation IT Intermodal terminal MDVaRR Ministerstvo dopravy, výstavby a regionálneho rozvoja SR (Ministry of Transport, Construction and Regional Development of the Slovak Republic) UTI Unité du transport intermodale – Intermodal transport unit - used on raiways ILU Intermodal loading unit MEGC Multiple-element gas container OPT Operational Programme Transport OSŽD Organizácia pre spoluprácu železníc (Organization for Railways Cooperation) PL Poland RID Regulations Concerning the International Carriage of Dangerous Goods by Rail RNE Rail Net Europe ROLA Transportation of road trains by railways s.b. State border STN Slovenská technická norma (Slovak technical standard) TR1 Tariff for transportation of wagon loads (consignments) ZSSK Cargo a.s. UA Ukraine UN United Nations URŽD Úrad pre reguláciu železničnej dopravy (Railway Regulatory Authority) vlkm Train-kilometer RTR/F Railway transportation regulations for freight transport ZSSK Cargo a.s. ŽSR Železnice Slovenskej republiky (Railways of the Slovak Republic)

FEASIBILITY STUDY Chemical logistics corporation In Central and Eastern Europe

Annex of the study on CD

Príloha 1 Multimodal transport corridors

Príloha 2 East-Slovakian hubs

Príloha 3 Megaboxes

Príloha 4 Codes of tanks and tank containers for dangerous cargo