The article presents an analysis of the reasons for the low efficiency of using intermodal transport in Poland. It has been shown that this is due to the clustering of intermodal terminals in selected regions and the inability to use other loading units.7 proposals for increasing efficiency are presented.
1. CRITERIA FOR THE ACCESSIBILITY OF INTERMODAL TRANSPORT IN POLAND
The issue of applying intermodal transport technology to so-called distributed transport is justified. These are small cargo flows with single shipments or shipments made several times during a billing month, over short and medium distances, which involve a large amount of shunting work. Groups of goods shipped in a distributed system may include fuels, chemicals, and coal, which account for up to 60 percent of the market [1]As reported by Rynek Kolejowy, in the 2010 freight transport price list, PKP Cargo raised prices by 30 percent for distributed transport, aware that some of these orders would go to road hauliers [2].
PKP Cargo took the position that demands to maintain low rates for the transport of individual containers in distributed traffic stem from a misunderstanding of the essence of intermodal transport, as this transport only achieves efficiency with a high concentration of shipments. In Western Europe, container transport in distributed traffic is in decline; an operator market is developing with so-called “shuttle trains,” where the operator takes on the risk of filling the entire train.
In Poland – due to the small volume of containers and short distances, which do not allow for the launch of a network of operator trains, we will continue to provide services for the transport of container groups [3].
An example here are the PKP Cargo shuttle trains in the SSPK system – a system of express intermodal trains (SSPK – having the status of a passenger express train). They connect the largest Polish ports with the country’s main economic centers every day, in a range of 13-26 hours [4] (…)
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Source: Logistyka Magazine 4/2011