chemlog intermodal slovakia en finalfp p

8/9/2019 Chemlog Intermodal Slovakia en FinalFP p

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ChemLog Chemical Logistics Cooperation in Central and Eastern Europe

Chemical Logistics Cooperation in Central and Eastern Europe

Feasibility Study

DEVELOPMENT OF RAILWAY TRANSPORT OFCHEMICALS IN SLOVAKIA IN RELATION TOADJACENT COUNTRIES AND PREPARED

COMBINED TRANSPORT TERMINALS

Date: October 2010

Partner:

ZVZ CHEMICKHO A FARMACEUTICKHO PRIEMYSLU SLOVENSKEJ

REPUBLIKY

ASSOCIATION OF CHEMICAL AND PHARMACEUTICAL INDUSTRY OF THE SLOVAK REPUBLIC

Authors:Prof. Ing. Jozef Gnap, PhD., Prof. Ing. Marin ulgan, PhD.,Prof. Ing. Jozef Majerk, prof. Ing. Libor Ivolt, PhD.,

Doc. Ing. Jozef Gapark, PhD.,Ing. Juraj Jagelk, PhD. , Ing. Jn Libetin, PhD.

www.chemlog.info


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ChemLog Chemical Logistics Cooperation in Central and Eastern Europe

This project is implemented through the CENTRAL EUROPE Programmecofinanced 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 madeof the information contained herein.

www.central2013.eu


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FEASIBILITY STUDY Chemical logistics corporation

In Central and Eastern Europe

FEASIBILITY STUDYDevelopment of railway transport of chemicals inSlovakia in relation to adjacent countries and prepared

combined transport terminals

CHEMLOG PROJECT PARTNER

ZVZ CHEMICKHO AFARMACEUTICKHO PRIEMYSLU SLOVENSKEJ REPUBLIKY

ASSOCIATION OF CHEMICAL AND PHARMACEUTICAL INDUSTRY OF THE SLOVAK REPUBLIC

PREPARED BY:

Prof. Ing. Jozef Gnap, PhD., Prof. Ing. Marin ulgan, PhD., Prof. Ing. Jozef Majerk, PhD.,prof. Ing. Libor Ivolt, PhD., Doc. Ing. Jozef Gapark, PhD.,

Ing. Juraj Jagelk, PhD. , Ing. Jn Libetin, PhD.

University od ilina, Faculty of Operation and Economics of Transport and Communications

October 2010Association of chemical and pharmaceutical industry of the Slovak republic, University of ilina, 2010


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Content

Introduction ................................................................................................... 6

1. Chemical industry in Slovakia and international trade ...................... 61.1. 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 Dobr........................................................................................ 30

4.2.2. Intermodal terminal Bratislava NS.......................................................................... 30

4.2.3. Intermodal terminal Bratislava - Plenisko............................................................... 31

4.2.4 Intermodal terminal ilina.......................................................................................... 32

4.2.5 Intermodal terminal Koice........................................................................................ 33

4.2.6 Intermodal terminal Koice Vek Ida..................................................................... 34

4.2.7 Intermodal terminal Dunajsk Streda........................................................................ 35

4.2.8. Intermodal terminal Sldkoviovo............................................................................ 36

4.2.9. Characteristics of terminals out of order ............................................................... 37

4.3. Planned intermodal terminals in Slovakia at the state level ............................................... 424.3.1. Intermodal terminal ilina Teplika........................................................................ 42

4.3.2 Intermodal terminal Koice........................................................................................ 44

4.3.3 Intermodal terminal Bratislava................................................................................... 45

4.3.4. Intermodal terminal Leopoldov ................................................................................ 46

4.3.5 Operational Programme TransportIntermodal 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 ierna nad Tisou...................................... 515.2. Possibilities of using transhipment station in Dobr for transcontinental transport......... 545.3. Support of intermodal transport in Slovakia: ...................................................................... 55

5.3.1. Zkon . 514/2009 Z.z. odoprave na drhach (Act No. 514/2009 Coll. on Railway

Transport) ............................................................................................................................ 55

5.3.2. Maximum allowable dimensions and weights of road vehicles ................................ 56

5.3.3 Zkon . 8/2009 Z.z. o cestnej premvke (Act No. 8/2009 Coll. on Road Tr affic) ...... 56

5.3.4. Zkon 582/2004 o miestnych daniach a miestnom poplatku za komunlne odpady a

drobn stavebn 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 ....................................................................... 596.1.1. Report of the timetable .......................................................................................... 60

6.1.2. Charging of access to railway infrastructure .......................................................... 61

6.2. Innovation of forming of trains on SR............................................................................... 686.2.1. 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 D 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 Slovakiahigh infrastructure costsbridges, 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, withseasonal and local restrictions

inland stateno 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 tradeChemical 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 Druba 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 aa,

Novcke chemick zvody andChemko Strske.

In Bratislava as a business centre of Slovakia there are several chemical companies as refinery

Slovnaft and DusloIstrochem.

Several companies e.g. Duslo a.s. aa, Chemolak Smolenice, Zentiva Hlohovec, Slovkord Senica are

located in western Slovakia.

Middle part of Slovakia is represented by NCHZ Novky, Petrochema Dubov, Chemosvit Flie Svit,

Matador Continental Pchov.

1Given 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.


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Eastern part of Slovakia is represented by Chemko Strske, Chemes Humen, Diakol Stske, Duslo

Hnojiv Strske.

The area of waste processing is represented by Detox Bansk Bystrica, MACH trade Sere andSitaSlovensko. Paints, varnishes and similar coatings are represented by Chemolak Smolenice, SlovZink

Koeca, Farbol Bratislava, EuroVat Alekince, Primalex Slovakia Doln Kubn, Pam-ak Chorvtsky

Grob, Inex Bratislava. Primalex Slovakia, Novochema Levice,

Pharmaceutical industry is represented by Zentiva Hlohovec and Degussa Slovakia Slovensk upa.

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. aa 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 Novky 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 Novkyare 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 Strske and in it`s area there are located several companies - Chemza, Diakol,Duslo Hnojiv. 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

productsTARIC 28-38,54,55

6,63% 6,41% 6,18% 4,50% 4,54% 4,60% 4,28% N/A

Manufacture of plastic and rubber

productsTARIC 39,40

5,39% 5,32% 5,80% 5,18% 5,38% 5,84% 5,66% N/A

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


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 RepublicData for 2007, 2008 are preliminary data

Fig. 4 IMPORTManufacture 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.

Fig. 5 IMPORTManufacture 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


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

IMPORT - Manufacture of plastic and rubber products

0,0

500,0

1 000,0

1 500,0

2 000,0

2 500,0

3 000,0

2000 2001 2002 2003 2004 2005 2006 2007 2008

Mil.

EUR

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


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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


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


Source: Statistical office of the Slovak RepublicData for 2007, 2008 are preliminary data


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Fig. 6: EXPORTManufacture 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 IMPORTManufacture 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

breakdown of

chemicals export in %

2000 2001 2002 2003 2004 2005 2006 2007 2008

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 RepublicData for 2007, 2008 are preliminary data.

Geografic breakdown of chemicals export is for TARIC codes28-40, 54-55

Fig. 8 Geografic breakdown of chemicals export for TARIC codes28-40. 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

chemicals import in %

2000 2001 2002 2003 2004 2005 2006 2007 2008

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 / Oceania0,02 0,02 0,05 0,08 0,07 0,05 0,09 0,07 0,06

Source: Statistical office of the Slovak RepublicData for 2007, 2008 are preliminary data. Geografic

breakdown of chemicals export is for TARIC codes28-40, 54-55

Fig. 9 Geografic breakdown of chemicals import for TARIC codes28-40. 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 SlovakRoad 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 Pieany (no entry to D1 and alternative route through the

Pieany 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, Brik and Branisko (blackcolour). Branisko tunnel is the longest tunnel (4975 m) at present. Oviarsko, Poana and Viove

tunnels are under construction (red colour). When Viove 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 Koice, planned motorway D3 from ilina 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.

2Source: 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

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


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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

Gcontainers for general use

Vcontainers for general use with ventilation

R, HThermal containers UOpen 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

BBulk containers (for dry bulk materials)

Ttank containers

TNfor safe liquid with codes T0T2

TDfor dangerous liquid with codes T3T6

TGfor gases with codes T7T9

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 592-2592-4.


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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.

Fig. 14 Container EMT5ADR/RID - L4BH - 37 000 L in stainless boiler designit can be

transported 78 % liquids according to ADR/RID, where the transport of liquids is allowed

Fig. 15 22T6ADR/RID/IMDG portable tanks UN T22 for dangerous liquid17 500 lfor

substances with instructions T1 to T22

Class

Code of tank

3 4.1 5.1 6.1 6.2 8 9 Grand total

L1.5BN 43 43

L4BH 82 276 2 2 362

L4BN 65 15 202 1 283

LGAV 1 2 3

LGBF 330 330

LGBV 1 3 14 2 20

Grand total 522 3 29 276 2 202 7 1041

from1328liquids


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Fig. 16 22T9portable tank for not chilling liquefied gases UN T50 with sun protection24 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 SKDS 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 isusually 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 intermodaltransport is TatraVagnka 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: Prostedek pro vce druh peprav. In: Nebezpen nklad 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.

5Nariadenie vldy 349/2009 Z.z. o najvch prpustnch rozmeroch vozidiel a jazdnch sprav, najvch

prpustnch hmotnostiach vozidiel a jazdnch sprav, alch technickch poiadavkch na vozidl a jazdnspravy v svislosti s hmotnosami a rozmermi a o oznaovan vozidiel a jazdnch sprav (GovernmentRegulation 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 toweights 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 19911994 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 railwaytransportation 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 Teplika nad

Vhom, the start of the terminal operation in Dunajsk Streda and expansion of container terminal in

ilina.

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 ( Ruomberok) or aborted (Nitra, Bansk 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 Dunajsk Streda or Sldkoviovo (private).

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

Dobr TransContainer - Slovakia, a.s.

Bratislava UNSSKD Intrans, a.s.

Bratislava Plenisko Maersk

ilina SKD Intrans, a.s.

Koice SKD Intrans, a.s.

Haniska pri Koiciach - Metrans (Danubia), a.s.

Dunajsk Streda Metrans (Danubia), a.s.


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Sldkoviovo Green Logistics Slovakia

With exception of the intermodal terminals in Dunajsk Streda and Dobr, the location of all other

intermodal terminals are not suitable for next widening to be according to AGTC, especially tracklength, 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 Dobr

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 byTransContainerSlovakia, a.p. In more detail, intermodal terminal is characterized in chapter 5.2.

Fig. 19 Intermodal terminal Dobr on the border with Ukraine

4.2.2. Intermodal terminal Bratislava NS

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 NS (source: SKD Intrans)

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

4.2.3. Intermodal terminal Bratislava - Plenisko

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 - MainRhine

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 BratislavaMelnikBremerhaven.

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

Fig. 22 Intermodal terminal BratislavaPlenisko (source: authors)

4.2.4 Intermodal terminal ilina

The intermodal terminal was put into service in 1981, it is located in the area of the marshalling yard

(nov harfa) in the urban area of ilina 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 ilina, the terminal expands, but only to length. Because

of the location of the terminal in densely built-up urban area of ilina, complex terminal extension is

impossible. The expansion of the terminal area from the original 9000 m2to 26 000 m

2is 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 ilina (source: SKD Intrans)

4.2.5 Intermodal terminal Koice

The terminal is located in railway station Koice, 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 Koice (source: authors)

4.2.6 Intermodal terminal Koice Vek Ida

Terminal is in operation since 2007 and is located in U.S. Steel Koice area on the siding Iterport 6.

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 Dunajsk Streda to the port of Koper and through

intermodal terminals Dunajsk Streda and Prague to ports of Hamburg, Bremerhaven and

Rotterdam.

Fig. 25 Intermodal terminal Koice Vek Ida (source:www.metrans.cz)

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


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4.2.7 Intermodal terminal Dunajsk Streda

Intermodal terminal Dunajsk Streda is private terminal of the Metrans (Danubia), a.s.

Dunajsk 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 m2with

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 Dunajsk Streda (source:www.metrans.cz)
http://www.metrans.cz/http://www.metrans.cz/http://www.metrans.cz/http://www.metrans.cz/


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4.2.8. Intermodal terminal Sldkoviovo

Terminal Sldkoviovo 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 m

2of 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 Sldkoviovo (scheme) (source: Green Integrated Logistics)

Fig. 28 Overhead container crane in intermodal terminal Sldkoviovo (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

Dunajsk Streda - Metrans 802 178 64 847Bratislava Plenisko - Maersk 221 980 22 040

Sldkoviovo- Green Logistics 133 900 6 905

ilina - Intrans 196 225 16 600

Dobr - TransContainer 12 835 1 406

Bratislava UNS - Intrans 59 887 2 114

Koice - 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:

Ruomberok Liskov

RO-LA tranship center Nov Zmky

RO-LA tranship center Trsten

ierna nad Tisou


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4.2.9.1. Intermodal terminal Ruomberok Liskov

Terminal was built from own investments of SR. It is a terminal with regional significance which

should be oriented to the production of pulp-mill in Ruomberok. It is intended for transhipment oflarge 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 Ruomberok (source: SR)

4.2.9.2 RO-LA transshipment Nov Zmky

This was a transshipment centre of transport system for transportation of road train RO-LA system.

Construction of this transshipment center secured private company OZN, Ltd. Nov Zmky underconditions 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 Nov

Zmky 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 Trsten

In the district of Trsten 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 Trsten (source: authors)

4.2.9.4 Intermodal terminal ierna nad Tisou

Intermodal terminal was situated at premises of railway station in ierna nad Tisou. Because of the

lack of load and existing of nearly new modern terminal in Dobr, terminal in ierna 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 ilina Teplika

Terminal should start its operation in 2012. Planned terminal is located between the rail track ilina

Vrtky and water dam ilina in close vicinity of train formation yard (TFY) Teplika nad Vhom.

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 wagonand will continue by train). Terminal will perform transhipment of ITU from ilina region and

northern part of Trenn region, eventually it will complement RO-LA lines from north to south.

Terminal lays on the crossing of rail tracks AGTC CE40 and CE63 and its attraction circuit with the

range of 80 km is possible to serve the whole ilina region, northern parts of Trenn 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 ofroad 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 ilina 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 m

2

. 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 ilina Teplika

7

7Prochc E.: Terminal of intermodal transport ilina, Conference Infrastructure of intermodal transport

www.intermodal.sk
http://www.intermodal.sk/http://www.intermodal.sk/http://www.intermodal.sk/


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4.3.3 Intermodal terminal Bratislava

Terminal will be established in the Port of Bratislava area, next to Plenisko 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 Plenisko 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 ITUfrom 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 Prstavn street

with connection to D1 motorway by existing fly-over crossroad under the Pristavn 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 ulekovo 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 andareas. 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 -

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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.

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. Intermodal terminals will be connected with existing road

networkroad II/513 by crossroad.

4.3.5 Operational Programme TransportIntermodal transport infrastructure

Described terminals are built with contribution from European UnionCohesion 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 Directive91/440/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 toin 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 20072013 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 evocateddemand 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 newRegulation (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/ZeebruggeAntwerpDuisburgBaselMilanGenova (established to 10

november 2013)

2. Rotterdam Antwerp Luxembourg Metz Dijon Lyon/Basel (established to 10

november 2013)
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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 ierna nad Tisou Chop and Uzgorod (Ukraine)Maovce.

Transportation of goods in ESTY between the Ukrainian and Slovak railways is executed via crossing

border stations:

ierna nad Tisou - Chop:

1. Track of 1520 mm track gauge. Broad-gauge rail track is terminated in ierna 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 ierna nad Tisouto Chop-Batev transshipment complex and enables transport of goods to Rumania viaborder 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).

UzgorodMaovce:

Consignments determined at private siding and tenements in railway stations Haniska pri Koiciach,Trebiov, Vojany, Budkovce and Maovce can be transported across border crossing station Uzgorod-Maovce. In BCS Maovce, the consignment transhipment facility is limited to transhipment of bulkmaterials, 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 Maovce.Broad gauge track, 88 km long, continues from the railway station Maovce to the railway station

Haniska pri Koiciach and its utilization is focused predominantly on transport of bulk materials,especially iron ore, for U.S. Steel Koice, 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-Maovce, can be transferredfrom broad-gauge to general-gauge due to wagon bogie change at the border crossing station

Maovce.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, Strabievo, Mukaevo(, , , , , ) 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 ierna 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 toprepare 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. 40 Views on the particular positions in transfer station

Transhipment of corrosive substances (Class 8) is performed only by boogie shifting in

Maovce 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 esk drhy (Czech

railways) do not transport them, but in Slovakia they can be transported.

Fig. 41 Boogie shifting facility in Maovce


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5.2. Possibilities of using transhipment station in Dobr fortranscontinental transport

Fig. 42 Intermodal terminal Dobr

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

chemlog intermodal slovakia en finalfp p

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