Article citation information:
Macioszek, E. Analysis
of the rail cargo transport volume in Poland in 2010-2021. Scientific Journal of Silesian
University of Technology. Series Transport. 2023, 119, 125-140. ISSN: 0209-3324. DOI: https://doi.org/10.20858/sjsutst.2023.119.7.
Elżbieta
MACIOSZEK[1]
ANALYSIS OF THE
RAIL CARGO TRANSPORT VOLUME IN POLAND IN 2010-2021
Summary. Rail
transport is one of the branches of transport included in the group of land
transport, and its operation is related to the transport of people and cargo by
means of rail transport on a specially designated railroad built for this
purpose. The article presents the classification of transported cargo in rail
transport, the characteristics of the rail transport market in Europe, as well
as the results of the analysis of the rail transport volume in Poland in
2010-2021. This analysis included an assessment of the following features: mass
of transported cargo, performed transport and operational work, the average
distance of cargo transport for a group of cargo transported by rail and the
volume of intermodal transport. The obtained results allowed to conclude that
the transport of goods by rail is systematically increasing. Moreover,
intermodal transport is developing well.
Keywords: rail
transport, intermodal transport, transport, traffic engineering
1. INTRODUCTION
The
railway infrastructure consists of railway lines and other structures,
buildings and devices along with the land occupied for them [3], [16]. A road
adapted to the movement of passenger and freight trains is called a railway
line. When considering the track width, it is possible to distinguish the
so-called normal-gauge, wide-gauge and narrow-gauge lines. The most common of
these is the so-called standard gauge proposed by George Stephenson,
- segment - i.e. the distance
between any two railway stations, between which there is at least one more
railway station,
- route - a section of tracks
located between any two railway stations, located directly next to each other
on a section of a railway line,
- distance - a section of tracks
between a railway station and a block post, or between a block post and a
railway station.
The vast majority of railway lines are electrified. Over the tracks
there is a traction network, i.e. an element of railway infrastructure, the
task of which is to provide electricity to traction vehicles [32]. The catenary
consists of a contact wire, hangers, and a support line. Trains draw
electricity from the catenary using a pantograph.
The railway network in Europe is equipped with several catenary power
supply systems. This is due to the historically different approach to supplying
the traction network with direct current (DC) or alternating current (AC) of
different voltages. As a rule, one power supply system on the main grid was
developed in individual countries, depending on the time and circumstances of
decision-making. The exceptions in this regard are the Czech Republic and
Slovakia, where both DC and AC power systems were used, covering the north and
south of the country, respectively. In addition, the initiation of the
construction of rail systems with high speed that have so far operated a direct
current system forced the implementation of power supply for lines or separate
railway networks with alternating current. Therefore, in individual European
countries, several catenary power supply systems can be found. In Poland, a
3000 V DC power supply system is used. The advantages of such a system include
lower costs of the traction network, thanks to the possibility of using a
contact wire with a smaller diameter. Another advantage is the less frequent
placement of power substations along the line. They can be located every 30-
The article presents the division of transported goods in rail
transport, the characteristics of the rail transport market in Europe, as well
as the results of the analysis of the rail transport volume in Poland in
2010-2021. This analysis included an assessment of the following features: mass
of transported cargo, performed transport and operational work, the average
distance of cargo transport for a group of cargo transported by rail, and the
volume of intermodal transport. The obtained results allowed to conclude that
the transport of goods by rail is systematically increasing. Moreover,
intermodal transport is developing well.
2. CHARACTERISTICS OF THE RAIL TRANSPORT MARKET IN EUROPE
Rail transport
brings many benefits. The key features affecting the competitiveness of this
means of transport include [25], [26], [33]:
- the ability to carry a significant load weight at
one time, and the total weight of the load carried simultaneously by the entire
train,
- the ability to transport a many passenger at once,
- high level of transport safety resulting, among
others, from separating railway traffic from the traffic of other vehicles and
pedestrians [9], [10]. In Poland in 2020, 425 accidents were recorded in rail
transport, of which 93 (21.9%) are events whose source lies in the railway
system (i.e. omission of employees, incorrect performance of tasks or incorrect
functioning of infrastructure or rolling stock) [24]. For comparison, in the
same period, 23,540 accidents were recorded in road traffic in Poland [27],
- low land occupancy level in relation to road
infrastructure, much more space is needed to achieve the same capacity in road
transport,
- susceptibility to the transport of cargo and
passengers over medium and long distances, among others, due to the occurring
phenomenon of degression of unit costs,
- a network of connections between large and
medium-sized cities, relatively adapted to the needs of supply and distribution,
- low environmental impact. Rail transport emits much
fewer pollutants into the environment than road and air transport. In Poland,
the problem is the source of electricity, the vast majority of which comes from
coal-fired power plants. Polish National Railways Energetics launched the
"Green Railway Programme" aimed at supplying energy from renewable
energy sources,
- high commercial speed (for cargo transport up to
In turn, the
negative features of rail transport include [26]:
- different power systems in Europe - trains cannot
cross borders smoothly between countries with different power systems. In order
to eliminate stops for locomotive replacement, special multi-system locomotives
are used, which can be powered with different voltages,
- different wheel base - time-consuming replacement of
wagon and locomotive wheelsets is required. In the case of intermodal
transport, containers are reloaded to new platforms, which requires a reloading
terminal where congestion may occur, which translates into longer transit
times,
- lack of possibility to organize transport directly
from the sender to the recipient (i.e. so-called "door to door"),
there may be exceptions when both parties have the appropriate infrastructure,
e.g. mine-power plant relations,
- much more difficult to organize dispersed transport,
consisting in completing the train from many suppliers to many recipients (the
solution to this problem may in the future be a more effective form of
cooperation between the railway and road transport, so that these branches do
not compete, but complement each other in one transport process),
- the requirement to plan the transport in advance due
to the need to book a journey in the timetable,
- numerous repairs and modernization of the line,
which hinder the smooth passage of trains, which translates into a reduction in
operating speed.
Rail transport is
considered to be ecological and not very burdensome for the natural
environment, but it generates noise in close proximity. Therefore,
noise-absorbing screens are installed near residential buildings along the
railway line. So as to reduce the noise level on the railway, the European Commission
issued a regulation [21] ordering the replacement of cast iron brake pads in
locomotives and wagons by the end of 2021 with composite brake pads, the use of
which is quieter. At the request of the Polish State Railways, the replacement
date was extended to December 31, 2036.
The White Paper [17]
published by the European Union assumes a reduction in the level of pollutant
emissions to the environment emitted by transport. According to this strategy,
transport will be shifted from road to more ecological modes of transport,
which include rail transport. According to the assumptions of the transport
policy presented in the White Paper, the transport system is to become
competitive and sustainable. It is assumed to achieve a 60% reduction in emissions
while developing mobility. In order to implement this strategy, ten objectives
were formulated in the White Paper.
Important for the
development of rail freight transport is the idea of shifting from road
transport of goods over distances longer than
3. CLASSIFICATION OF GOODS IN RAILWAY TRANSPORT
In 2020, 223.2 million tons of goods
were transported in Poland [29]. In order to divide the load groups, the
NST-2007 classification was created. This classification applies to goods
transported by road, rail, inland waterways, and sea, and takes the form [22]:
- 01 - products of agriculture, hunting and forestry; fish and other
fishery and fishing products,
- 02 - hard coal and lignite; crude oil and natural gas,
- 03 - metal ores, and other mining and quarrying products, peat,
uranium and thorium,
- 04 - food products, beverages and tobacco,
- 05 - textiles and clothing, leather and leather products,
- 06 - wood, and products of wood and cork (except furniture), articles
of straw and plaiting materials, pulp, paper and paper products, printed matter
and recorded information carriers,
- 07 - coke, and refined petroleum products,
- 08 - chemicals, chemical products, artificial fibers, rubber and
plastic products, nuclear fuel,
- 09 - other non-metallic mineral products,
- 10 - basic metals, finished metal products, excluding machinery and
equipment,
- 11 - machinery, and equipment not elsewhere classified, office
equipment and computers, machinery and equipment not elsewhere classified,
radio, television and communication equipment and apparatus, medical, precision
and optical tools, watches and clocks,
- 12 - transport equipment,
- 13 - furniture, other furniture products not elsewhere classified,
- 14 - secondary raw materials, municipal waste and other waste,
- 15 - letters, parcels,
- 16 - equipment and materials used in the transport of goods,
- 17 - goods transported as part of residential and office removals,
baggage transported separately from the passenger, motor vehicles being
transported for repair, other non-market goods not elsewhere classified,
- 18 - grouped goods: a collection of different types of goods
transported together,
- 19 - goods that cannot be defined: goods that cannot be defined for
any reason, and thus cannot be assigned to groups 01-20,
- 20 - other goods not elsewhere classified.
Road transport plays an important
role for most groups of transported goods, while rail transport dominates only
in the transport of selected groups [28]. An example of a group of goods that
is often transported by trucks are food products (11.5% of the total weight
transported by road versus 2% of the total weight transported by rail). In
addition, the most important loading and unloading points can be indicated for
individual types of cargo. For example, in the case of coal, these are coal
storage points at power plants and combined heat and power plants, e.g.
Kozienice, Jaworzno, and industrial plants located in the southern part of
Poland. Industrial centers located in Upper and Lower Silesia, related, among
others, to the steel industry, currently play a huge role in rail transport in
Poland. In the case of intermodal transport, these are inland intermodal
terminals. In addition to centers generating this type of transport located
inside the country, international relations also play an important role [28].
In Poland, approximately 20 million
tonnes of dangerous goods are transported by rail annually. About 90% of these
goods are crude oil and petroleum products (gasolines, oils), technical gases
(mainly propane-butane), and sulfuric acid [31]. Transport of dangerous goods
by rail is carried out in accordance with the rules set out in the Act of 28
March 2003 on rail transport [3], and the Act of 31 March 2004 on the transport
of dangerous goods by rail and regulations on the transport of dangerous goods,
e.g.: RID (Regulations for the International Carriage of Dangerous Goods by
Rail), Annex 2 to SMGS - (Regulations on the Carriage of Dangerous Goods to the
Agreement on International Rail Freight Transport) [4]. Due to the chemical and
physical properties and the types of threats that dangerous goods may cause,
their transport is prohibited or strictly defined by law. A prerequisite for
allowing dangerous goods to be transported is their identification and
classification based on the physical and chemical properties of dangerous goods
and taking into account the hazards that given materials may cause [13].
In the RID regulations, dangerous
goods have been classified into several classes due to their chemical and
physical properties and the hazard they may cause. In general, these are [5]:
- 1 - explosives, and items with explosives,
- 2 - non-toxic combustible gases, poisonous
gases,
- 3 - flammable liquids, desensitized
explosives,
- 4 - desensitized explosives, packing group I,
- 5 - toxic substances of packing group I,
category A infectious substances,
- 6 - organic peroxides,
- 7 - radioactive materials,
- 8 - corrosive materials.
If the transported cargo is
characterized by only one of the possible hazards, then the defining digit is
followed by a zero.
Tab. 1
UN codes (i.e. numbers assigned to substances and
dangerous goods)
|
UN codes |
Dangerous substance |
|
1202 |
Fuel oils (e.g. heating oil, diesel fuel) |
|
1203 |
Petrol |
|
1223 |
Kerosene |
|
1230 |
Methanol |
|
1266 |
Flammable perfumery products |
|
1268 |
Crude oil distillates |
|
1789 |
Hydrochloric acid (hydrochloric acid),
aqueous solution |
|
1805 |
Phosphoric acid |
|
1830 |
Sulfuric acid with a concentration of more
than 51% |
|
2031 |
Nitric acid with a concentration below 55% |
Source:
own study based on [11]
However, if a given hazard is
particularly severe, the appropriate number is doubled (e.g., 88 means
corrosive material, very corrosive). In addition, if the hazard number is preceded
by the letter "X", it means that in the event of a fire, water cannot
be used to extinguish it. The number at the bottom of the table is the UN code
of the substance being transported. It does not carry information about the
threat, but defines the type of cargo transported [11]. Table 1 shows the
classification of dangerous substances with their UN codes. Each wagon, tanker,
container must be properly marked. RID plates are used for this, which are
mounted on the side walls of cars. Like the ADR plates, the RID plates are
orange. The hazard number is located at the top of the plate, and the UN code
at the bottom.
4. INTERMODAL TRANSPORT
Intermodal transport is a desirable direction for the development of rail transport. According to J.J. Coyle and E.J. Bardi [8], intermodal transport is a transport system based on the successive use of at least two modes of transport, in which the intermodal transport unit is not changed by the mode of transport. Intermodal transport has recorded a systematic increase in transport in recent years. This is related to the policy of the EU promoting sustainable evolution of transport. The transport of goods from China via the New Silk Road to Poland and further to other European countries is becoming more and more popular. The main advantages of intermodal transport include [1], [12]:
- no manipulation of the goods when changing the means of transport,
- high level of safety of transport and cargo thanks to control during reloading and storage operations in terminals,
- low costs of cargo storage in transshipment terminals,
- possibility of customs clearance from the border to the starting/end terminal (important in the case of international transport),
- in the case of transporting the whole vehicle by rail (e.g. road tractor plus semi-trailer), the driver may count the travel time as a daily rest.
The advantage of intermodal transport is the low negative impact of transport on the environment compared to other forms of transport. Thanks to intermodal transport, it is possible to reduce the emission of CO2, and other pollutants, as well as reduce the consumption of oil-derived fuels. The use of intermodal transport by enterprises brings measurable financial benefits thanks to:
- reducing the fleet of cars and semi-trailers,
- employing fewer drivers with licenses to drive heavy goods vehicles,
- savings in fuel consumption.
The need for costly investments in terminals, reloading equipment, e.g. overhead cranes, cranes, self-propelled machines, is the biggest disadvantage of intermodal transport. However, these are one-time investments and after some time the incurred expenses pay off. In Poland, there are premises for the intensive development of intermodal transport, due to its location at the intersection of the main European transport corridors, the development of the Polish economy and the improvement of the standard of social life, as well as the processes of European integration and the development of cooperation between EU countries. These factors influence the growth of domestic and international transport, as well as transit traffic [15], [19].
Regulation No 1315/2013 of the European
Parliament and of the Council on Union guidelines for the development of the
trans-European transport network (TEN-T) [23] defines the
requirements and priorities for the development of transport infrastructure for
the member states. This regulation defines the structure of the network in
two-tier terms, consisting of a comprehensive network and a core network, as
well as indicates its route. The requirements include, inter alia, the need for
member states to ensure that modes of transport are interconnected at freight
terminals, inland ports and maritime ports in order to enable multimodal
transport of goods. Actions involving, inter alia, ensuring effective
interconnections and integration of the comprehensive network infrastructure
and removing the most important technical and administrative obstacles
hindering the development of intermodal transport are treated as priority [7]. In
Poland,
Three freight corridors running through the territory of Poland are of key importance for rail transport, including intermodal transport [7]:
- RFC5 corridor Baltic Sea - Adriatic Sea on the north-south axis, which starts in Gdynia (Poland), and runs through Tczew (Poland), Bydgoszcz (Poland) (CE65), Warsaw (Poland) (E65), Katowice (Poland), Ostrava, Vienna, Trieste to Ravenna. The most important Polish investments along this corridor include the modernization of the E65 and E59 railway lines, which are key train lines in Poland along the north-south axis,
- RFC8 North Sea-Baltic Sea Corridor connects Bremerhaven, Amsterdam, Rotterdam/Antwerp via Berlin, Warsaw and Terespol (E20) with Kaunas in Lithuania. This corridor mainly transports goods from China to Western Europe,
- the RFC11 Amber corridor connecting south-eastern Poland, Slovakia, Hungary and Slovenia with the Belarusian border in Terespol, running through three capital cities (Budapest, Bratislava and Ljubljana), and industrial centers in the vicinity of Krakow, Katowice (Upper Silesian Industrial District), Warsaw, Kosice, and Miskolc. To the south, the corridor leads to the port of Koper on the Adriatic Sea in Slovenia.
Another important legal act for the development of rail transport is the AGTC Agreement [20]. It is a European agreement on important international lines of combined transport and accompanying facilities, drawn up in Geneva on February 1, 1991. The agreement establishes a legal framework, specifying the agreed plan for the development of combined transport and the infrastructure necessary for its implementation, based on international parameters and standards. In Poland, the agreement entered into force in 2002. Within its framework, a network of railway lines has been designated for international container transport by rail and container terminals located on the railway network.
Currently, the main transport corridors, important from the point of view of intermodal transport, are in good technical condition. Restrictions on the infrastructure side are local or result from crossing larger railway junctions. However, it should be taken into account that part of the traffic is carried out along alternative routes, which results from the impossibility of routing along the main route (collision with passenger traffic, modernization of the route). Alternative routes are usually characterized by a greater or much greater transport distance and often worse technical parameters and capacity [6], [7].
5. THE RAIL TRANSPORT OF GOODS MARKET IN POLAND
IN THE YEARS 2010-2021
Transport is an important sector in the
Polish economy. It has a measurable impact on its development. In particular,
rail transport in Poland plays an important role in the movement of goods. Coal
is transported by trains from mines to power plants. The efficiency of these
connections has a significant impact on the country's energy security. In
Poland, rail transport is quite often the chosen method of transporting people
and goods. The number of all performed transports places rail transport in
Poland in the second position, right after road transport [34], [18]. The
popularity of rail transport is influenced, among others, by good accessibility
to infrastructure. The aim of the study was to analyze the volume of freight
transport using rail transport in 2010-
- mass of transported loads,
- performed transport work and operational work,
- the average distance of cargo transport in the group of cargo transported by rail, and
- volume of intermodal transport.
In the Fig. 1, changes in the volume of freight transported by rail in Poland in 2010-2021 are presented. It should be noted that at the time of the analysis, only data for the first quarter of 2021 (i.e. from January to March) was available for 2021.
Fig. 1. The weight of the
transported cargo [million tonnes]
by rail transport in Poland from 2012 to 2021
(data for 2021 are available only for the three first moths, i.e., from January
to March)
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
In the analysis period was 2,146.78
million tonnes of transported goods, with the most goods transported in 2018
(250.25 million tonnes), and the least in 2020 (223.24 million tonnes).
Nevertheless, it should be noted that 2020 is the peak of the pandemic, and a
significant economic slowdown in many countries around the world, including
Poland. In turn, the main reason for the increase in transport in 2018 was the
implementation of many large domestic investments in Poland, and the related
demand for the transport of building materials. The average value of goods
transported by rail transport in the analysis period was 214.68 million tonnes
per year.
Fig. 2. The transport performance
[million tonne-kilometers]
by rail transport in Poland from 2012 to 2021
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
On the other hand, the volume of
transport performance understood as the sum of transport works performed in the
transport of goods by rail, after a slight decrease in the years 2015-2017, has
been steadily growing in recent years (Fig. 2). Throughout the analysis period,
the total transport performance amounted to 486,693.57 million
tonne-kilometers. In turn, the average value in the analysis period was
48,669.36 million tonne-kilometers per year. Changes in the amount of
operational work are shown in Fig. 3.
Fig. 3. The operational performance
[mln train kilometers]
by rail transport in Poland from 2012 to 2021
(data for 2021 are available only for three first moths, i.e. from January to
March)
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
The unit of measurement of
operational work is the train-kilometre, which corresponds to the movement of
one train over a distance of one kilometer. In the analysis period, operational
work amounted to 719.96 million train-km, and the annual average was 72.00
million train-km per year. There was a significant decrease in the operational
performance by realized rail transport in Poland in 2017, and since 2018 the
amount of operational work has been systematically growing. The highest value
of the operational performance was recorded in 2012 (74.40 million train-km).
Nevertheless, in 2021, during the first three months of the year, operational
work already amounted to 74.02 million train-km, which allows us to assume that
throughout 2021 it will exceed the value obtained in 2012. The upward trend in
operational work means that the transport of goods using rail transport is
carried out over ever-longer distances.
The average distance of transported
cargo by rail transport in Poland from 2012 to 2021 have been presented on Fig.
Fig. 4. The average distance of
transported cargo [kilometers]
by rail transport in Poland from 2012 to 2021
(data for 2021 are available only for three first moths, i.e. from January to
March)
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
Various groups of goods are
transported by rail in Poland. These are mainly bulk cargoes, such as hard coal
and lignite, other petroleum products, metal ores, mining products, liquids and
chemicals, metallurgical products and container loads. On the Fig. 5 the weight
of transported loads in million tons in the division into groups of transported
loads by rail transport in Poland from 2012 to 2021 have been presented. The
Office of Rail Transport in Poland divides the transported loads into six
categories.
The sizes of all transported groups
of cargo slightly fluctuate during the analysis period. Throughout the analysis
period, the hardest coal, lignite, oil, gas were transported (total 931.9
million tons), followed by metal ores, mining and quarrying products (total 611
million tons). In turn, metals, and metal products were transported the least
(94 million tons in total). In recent years, there has been a slight increase
in transport in all categories of transported cargo.
Fig. 5. The weight of transported
loads [million tons] in the division into groups of transported loads by rail
transport in Poland from 2012 to 2021
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
The volume of transport realized by
intermodal transport was also analyzed, broken down into the number of
transported units, the number of Twenty feet Equivalent Units (TEU), the mass
of transported cargo, and transportation work (Fig. 6). In general, it can be
stated that all these values increased during the analysis period. Rail
intermodal transport is characterized by constant growth. Transports are
developing from terminals and ports as well as from China to the so-called Silk
Road. Over the past ten years, the intermodal rail market has more than
quadrupled. Every year, the volume of transported cargo increased from several
to several dozen percent per year.
|
a) |
b) |
|
|
|
|
c) |
d) |
|
|
|
Fig. 6. Rail transport realized in
Poland from 2012 to 2021: a) the number of transported units, b) the number of
Twenty feet Equivalent Units (TEU), c) the mass of transported loads, d) the
transportation work realized by rail transport
Source: own research based on data
presented by the Railway Transport Office in Poland [29]
To provide transport services on
Polish tracks, a railway operator's license issued by the Office of Rail
Transport is required. In the past, the main carrier was Polish National
Railways, but in recent years more and more new carriers have entered on the Polish
market. This contributes to increased competition, which in turn translates
into improved transport services. Polish National Railways Cargo is a definite
leader in rail freight transport in Poland. Then they are: Lotos Rail, DB Cargo
Poland, Polish National Railways LHS, CTL Logistics, Orlen KolTrans,
Freightliner PL, PUK Kolprema, Rail Polska, Pol-Miedż Trans. The number of
all carriers performing freight transport in Poland is gradually increasing.
This number has more than doubled in the last ten years. This proves that the
offer of carriers providing transport services so far was incomplete or the
quality of services was insufficient. New companies that want to enter the
Polish railway market notice these gaps, and effectively fill them by offering
attractive transport and transport conditions, e.g. transport on previously
unfrequented routes, offering lower rates or better logistic service.
6. SUMMARY
Based on the analysis presented in
the paper, the following conclusions can be stated:
- the total weight of goods transported in Poland in the analysis period
was 2,146.78 million tonnes, with the most goods transported in 2018 (250.25
million tonnes), and the least in 2020 (223.24 million tonnes),
- the average value of goods transported by rail in the analysis period
was 214.68 million tonnes per year,
- the volume of transport performance, after a slight decrease in
2015-2017, has been steadily growing in recent years,
- in the entire analysis period, the total transport performance was
486,693.57 million tonne-kilometers. In turn, the average value in the analysis
period was 48,669.36 million tonne-kilometers per year,
- in the period of the analysis, operational work amounted to 719.96
million train-km, and an annual average of 72.00 million train-km per year.
There was a significant decrease in the operational performance by realized
rail transport in Poland in 2017, and since 2018 the amount of operational work
has been systematically increasing,
- the highest value of the operational performance was recorded in 2012
(74.40 million train-km). Nevertheless, in 2021, during the first three months
of the year, operational work already amounted to 74.02 million train-km, which
suggests that throughout 2021 it will exceed the value obtained in 2012. The
upward trend in operational work means that the transport of goods using rail
transport is carried out over increasingly long distances,
- a systematic increase in the distance of transported cargo by rail
transport in Poland in the following years is noticeable. This is a desirable
trend from the point of view of implementing the objectives of the EU policy
presented in the White Paper on Transport,
- the volumes of all transported groups of cargo slightly fluctuate
during the analysis period. Throughout the analysis period, the hardest coal,
lignite, oil, gas (total 931.9 million tons) were transported, followed by
metal ores, mining and quarrying products (total 611 million tons). In turn,
metals, and metal products were transported the least (94 million tons in
total). In recent years, there has been a slight increase in transport in all
categories of transported cargo,
- during the analysis period, the volume of transport realized by
intermodal transport increased, broken down into the number of transported
units, the number of TEU, the mass of transported cargo and transportation
work,
- rail intermodal transport is characterized by constant growth.
Transport from terminals and ports as well as from China along the Silk Road is
still developing. Over the past ten years, the intermodal rail market has more
than quadrupled. Every year, the volume of transported cargo increased from
several to several dozen percent.
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Received 03.12.2022; accepted in
revised form 20.02.2023
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