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1 2007

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Znaczenie transportu kolejowego w przewozie dóbr skonteneryzowanych pomiędzy portami Unii Europejskiej a ich zapleczem. Inicjatywy wspólnotowe wpływające na wykorzystanie transportu kolejowego w przewozach kontenerowych

Tomasik Tomasz

Prace Komisji Geografii Komunikacji PTG

2007

T. 14

141--155

As the volume of the containerized transport in Europe was rising significantly in last two decades of twentieth century, only the road transport was able to keep the pace. Both rail and inland waterway transport did not benefit from increasing demand on containers transport. One of the results of such situation was the growing congestion on European roads. That raised the concern of European Communities what resulted in launching of numerous programs and initiatives starting from 1992. These initiatives were focused on decreasing the share of road transport in the overall European transport. This was to be achieved by both, investment in rail and inland infrastructure as well as the support of launching new rail and inland transport services and improving the existing ones. However, the results achieved in the nineties were far from being satisfactory. In the meantime, the volume of the containers was steadily rising causing not only already mentioned road congestion but also the congestion in the sea ports. This lead to the situation where not only EU officials but also parties involved in containers transport, especially container terminals operators, undertook actions which favored rail and inland waterway against road transport. However, shippers (forwarders, sea carriers and cargo owners) are still facing major difficulties when cooperating with rail operators. This is mainly related to the specificity of the way rail transport works in Europe on the one hand and to the specificity of containerized goods transport on the other. In order to be profitable rail carriers need to reach some average volume of containers carried with every train. However, shippers are very reluctantly switching from road to rail and they generally prefer to see the service to be maintained with high frequency for the relatively long time before they entrust their cargo to rail operators. As running empty trains is not a profitable business it happens that rail carriers need to reduce the frequency of their services as such bring losses. This results in the lower competitiveness of rail against other modes of transport. The good solution for the rail carriers would be charging not only for actually carried containers but also for originally booked and actually not used slots, however it seems, that the market position of rail carriers is not strong enough to negotiate such cooperation conditions with other parties. The solution for the European rail transport is to develop the system of main twoor three-modal terminals at the ports’ hinterland. Such terminals should be connected by shuttle trains with the main ports and with smaller terminals located just next to the main business centers. This will provide enough cargo volumes for launching frequent train services and allow to maintain short delivery times in comparison with other modes of transport. Moreover, rail operators may benefit from the congestion in the sea ports by transferring containerized cargo to terminals situated close to places of cargo destination/origin that will reduce cargo handling costs and in the same time allow to shorten delivery times of loaded and empty boxes.