Chemlog Intermodal Slovakia en FinalFP P

ChemLog Chemical Logistics Cooperation in Central and Eastern Europe
Chemical Logistics Cooperation in Central and Eastern Europe
Feasibility Study
DEVELOPMENT OF RAILWAY TRANSPORT OF

CHEMICALS IN SLOVAKIA IN RELATION TO
ADJACENT COUNTRIES AND PREPARED
COMBINED TRANSPORT TERMINALS
Date: October 2010

Partner:
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
ChemLog Chemical Logistics Cooperation in Central and Eastern Europe

This project is implemented through the CENTRAL EUROPE Programme
cofinanced by the ERDF. Any liability for the content of this publication lies with the
authors. The European Commission is not responsible for any use that may be made
of the information contained herein.
www.central2013.eu
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Chemical logistics corporation
In Central and Eastern Europe
FEASIBILITY STUDY
Development of railway transport of chemicals in
Slovakia in relation to adjacent countries and prepared
combined transport terminals
CHEMLOG PROJECT PARTNER
ZVZ CHEMICKHO A FARMACEUTICKHO 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 2010
Association 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 ...................... 6
1.1.
International trade ................................................................................................................ 8
2.
Bans for transport of dangerous goods in Slovakia and possibilities of

rail and intermodal transport...........................................................18
2.1.
Classification of tunnels in Slovakia..................................................................................... 20
3.
4.
Intermodal transport equipments for chemical industry ..................22

Intermodal transport in Slovakia and in relation to Europe ..............28
4.1.
4.2.
Performances in intermodal transport in Slovakia ............................................................. 28

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
Planned intermodal terminals in Slovakia at the state level ............................................... 42
4.3.1. 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 Transport Intermodal transport infrastructure ............... 47
Multimodal transport corridors and their impact on the solved issue ............................... 48
4.3.
4.4.
5.
Possibilities of using the Eastern Slovak Transshipment Yards for the

development of rail and intermodal transport of chemicals.............50
5.1.
5.2.
5.3.
Possibilities of using chemical fluids transfer in ierna nad Tisou ...................................... 51

Possibilities of using transhipment station in Dobr for transcontinental transport ......... 54
Support of intermodal transport in Slovakia: ...................................................................... 55
5.3.1. Zkon . 514/2009 Z.z. o doprave 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 Traffic) ...... 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
Support of intermodal transport in the Czech Republic ..................................................... 57
5.4.
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6.
Support of the development of chemical transportations in the

railway sector ..................................................................................59
6.1.
Issue of the access to railway infrastructure....................................................................... 59

6.1.1. Report of the timetable .......................................................................................... 60
6.1.2. Charging of access to railway infrastructure .......................................................... 61
Innovation of forming of trains on SR ............................................................................... 68
6.2.1. The current situation of single wagon consignments in the Slovak Republic ........ 69
6.2.
7.
8.
8.1.
8.2.
Proposed development of intermodal transport in the Slovak

Republic in relation to neighboring countries and prepared terminals
........................................................................................................73
Comparison of the cost ratio of railway, road and intermodal
transport .........................................................................................77
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
Summary in relation to the transport of dangerous goods ................................................ 82
9.
Feasibility of selected projects and measures ..................................83
Literature......................................................................................................87
List of abreviations ........................................................................................89
Annex of the study on CD ..............................................................................90
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Introduction
Within the frame of doing SWOT analysis of transporting chemicals in Slovakia, there were
formulated problems relating to transport logistic, in the project ChemLog:
mountainous terrain in Slovakia high infrastructure costs bridges, tunnels

congested road network, traffic jams
not sufficient network of highways, expressways, rail corridors and modern multimodal
terminals
inland navigation possible only on Danube, as part of Rhine Main Danube Canal, with
seasonal and local restrictions
inland state no direct access to the sea
not existing classification of tunnels according to ADR (the transport of dangerous goods is
banned in all tunnels) and new bans are introduced in transporting of dangerous goods on
the important international transit roads, which have the impact to reducing the safety and
efficiency of transporting dangerous goods in road freight transport.
Constructions of public intermodal transport terminals
This created conditions for rail and intermodal transport of chemicals. Therefore, the study of
viability is focused on Development of railway transport of chemicals in Slovakia in relation to
adjacent countries and prepared combined transport terminals1.
1.
Chemical industry in Slovakia and international trade
Chemical industry is mainly located in Western Slovakia around Bratislava. This industry was built as
a part of eastern chemical industry based on Russian supplies. Big chemical companies use supplies
carried via pipeline network of crude petroleum 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 and Chemko Strske.
In Bratislava as a business centre of Slovakia there are several chemical companies as refinery
Slovnaft and Duslo Istrochem.
Several companies e.g. Duslo a.s. 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.
1
Given the well-established terminology of Ministry of Transport, Construction and Regional Development of the
Slovak Republic, in the next part oft he study, we will use the term intermodal transport.
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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 and Sita
Slovensko. 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 sulphurfree 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 Novky are the most important exporter of the calcium carbide, next in the field of
organic chemistry, they produce PVC and PVC products (window profile, siding, granulation products)
and also some products of organic chemistry and polyols.
Chemko is located in 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
10
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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

products TARIC 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

products TARIC 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
27
3432,9
3607,4
3328,8
3302,8
3940,5
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
33,34
190,7
231,2
250,4
250,8
291,5
35,36,37,38
292,5
356,0
395,3
362,1
386,4
54,55
223,1
265,8
270,0
262,6
255,8
2838,54,55
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 refined petroleum products

Manufacture of basic chemicals
Manufacture of soap and detergents, cleaning and

polishing preparations, perfumes and toilet
preparations
Manufacture of other chemical products
Manufacture of man-made fibres
Manufacture of chemicals and chemical products
Manufacture of plastic and rubber products
39,40
1017,8 1229,3 1511,9 1892,3 1988,8
11
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Continuation of the table

Import of chemicals in Mio EUR
2005
2006
2007
2008
4664,0
5882,2
5350,9
6535,8
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
33,34
319,3
335,2
362,5
370,6
35,36,37,38
422,9
462,0
532,8
530,2
54,55
248,6
260,0
241,0
195,6
28-38,54,55
3001,3
3326,4
3467,1
3531,7
40
615,5
744,8
837,4
847,0
39
1498,4
1814,3
1942,9
2005,0
39,40
2113,9
2559,2
2780,4
2852,1

Manufacture of soap and detergents, cleaning and polishing

preparations, perfumes and toilet preparations
TARIC
27
Source: Statistical office of the Slovak Republic Data for 2007, 2008 are preliminary data
Fig. 4
IMPORT Manufacture of chemicals and chemical products

12
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The continuous increase of import of chemical to Slovakia from 2000 is notable. The development of
the industry requires more chemical imports. Basic chemicals and pharmaceuticals have the highest
share.
IMPORT - Manufacture of plastic and rubber products
3 000,0
2 500,0
Mil. EUR
2 000,0
1 500,0
1 000,0
500,0
0,0
2000
2001
2002
2003
Manufacture of rubber products****
Fig. 5
2004
2005
2006
2007
2008
Manufacture of plastic products*****
IMPORT Manufacture of plastic and rubber products
There is a continuous increase of especially plastic products import in this segment. Because of
development of automotive industry in recent years, there is a need for more imports of plastics.
Tab. 4 Export of chemicals in Mio EUR

Export of chemicals in Mio EUR
TARIC
2000
2001
2002
2003
2004
27
1273,9
1336,6
1311,6
1381,8
1910,5
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
35,36,37,38 97,6
117,2
161,2
142,9
150,3
54,55
300,2
308,0
292,5
332,5
290,5
13
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TARIC
2000
2001
2002
2003
2004
2838,54,55
1208,1
1300,2
1338,5
1200,5
1352,7
40
333,1
434,3
559,3
653,2
755,6
39
648,0
644,4
695,7
728,2
847,9
981,1
1078,8
1255,0
1381,5
1603,5

TARIC
2005
2006
2007
2008
27
2236,6
2408,1
2301,7
2589,1
28,29
515,1
542,7
513,2
524,9
Manufacture of pesticides and other agrochemical 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
35,36,37,38
177,0
202,1
203,0
217,2
54,55
324,2
345,5
308,7
258,2
28-38,54,55
1513,4
1749,7
1607,5
1719,8
40
850,4
924,8
933,3
945,3
39
1070,1
1389,6
1530,9
1425,2
39,40
1920,5
2314,4
2464,2
2370,5
Source: Statistical office of the Slovak Republic Data for 2007, 2008 are preliminary data
14
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Fig. 6: EXPORT Manufacture of chemicals and chemical products

The biggest share of chemicals and chemical products export has manufacture of basic chemicals,
manufacture of pharmaceuticals, medicinal chemicals and botanical products and manufacture of
man-made fibres.
Fig. 7
IMPORT Manufacture of plastic and rubber products
There is an increasing trend with a slight decrease in 2008 in this sector. The most dominating share
has manufacture of plastic products.
15
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Tab. 5: Geographic breakdown of chemicals export in %

Geographic
breakdown of
chemicals export in %
EU 27
87,42 88,10 88,95 89,70 88,36 86,94 87,65 88,68 88,62
EU 15
40,10 42,73 47,29 49,02 48,56 46,05 47,26 48,42 46,58
Estonia, Latvia,
Lithuania, Malta,
Poland, Slovenia,
Czech Republic,
Hungary, Cyprus
44,81 42,81 38,96 37,97 37,06 37,88 37,68 37,37 39,19
2000
2001
2002
2003
2004
2005
2006
2007
2008
Bulgaria, Romania
2,51
2,56
2,70
2,70
2,74
3,01
2,72
2,89
2,86
Rest of Europe
5,37
5,30
5,08
4,92
5,93
6,75
7,12
7,44
7,51
NAFTA (USA, Canada,

Mexico)
2,92
2,31
1,92
1,83
2,10
1,97
1,24
0,87
0,66
Latin America and the

Caribbean
0,38
0,32
0,25
0,20
0,29
0,34
0,33
0,33
0,42
Asia
3,40
3,48
3,09
2,79
2,74
3,39
3,10
2,08
2,11
Africa
0,29
0,35
0,56
0,38
0,45
0,48
0,52
0,56
0,63
Australia / Oceania
0,22 0,15 0,15 0,19 0,14 0,13 0,05 0,05 0,05
Source: Statistical office of the Slovak Republic Data for 2007, 2008 are preliminary data.
Geografic breakdown of chemicals export is for TARIC codes 28-40, 54-55
Fig. 8
Geografic breakdown of chemicals export for TARIC codes 28-40. 54,55
More than 90 % of all export of chemicals is to European countries with more than 40 % to EU 15.
16
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Tab. 6 Geographic breakdown of chemicals import in %

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

Malta, Poland, Slovenia, Czech
Republic, Hungary, Cyprus
25,50 23,56 21,91 21,85 22,93 26,45 27,96 27,04 26,52
Bulgaria, Romania
0,32
0,21
0,27
0,25
0,40
0,32
0,31
0,37
0,40
Rest of Europe
7,04
7,01
6,42
5,82
5,67
5,56
6,22
6,37
6,35
NAFTA (USA, Canada, Mexico)
2,79
2,80
3,00
2,63
2,47
2,09
1,97
1,86
1,99
Latin America and the

Caribbean
0,22
0,17
0,17
0,52
0,94
0,98
1,05
1,01
1,03
Asia
4,81
5,10
5,76
5,82
6,56
5,98
7,16
8,12
8,48
Africa
0,08
0,09
0,11
0,11
0,13
0,15
0,17
0,11
0,16
Australia / Oceania
0,02 0,02 0,05 0,08 0,07 0,05 0,09 0,07 0,06

Source: Statistical office of the Slovak Republic Data for 2007, 2008 are preliminary data. Geografic
breakdown of chemicals export is for TARIC codes 28-40, 54-55
Fig. 9
Geografic breakdown of chemicals import for TARIC codes 28-40. 54,55
About 90 % of all imported chemicals are from European countries with about 60 % from EU 15.
The above analysis shows, that there are sources of transportation for the application of intermodal
rail transport of chemicals from Slovakia to Europe and conversely.
17
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Because of this volume of chemicals export and import listed above, it is clear, that the basic
transport infrastructure can not be built just for chemical industry. On the opposite site, the
transportation of chemicals is very important and because of road transport restrictions on
chemicals, railway and intermodal transport can be alternative to road transport.
2.
Bans for transport of dangerous goods in Slovakia and

possibilities of rail and intermodal transport
By now, there has not been established the classification of tunnels according to ADR in Slovakia (the
transport of dangerous goods is banned in all tunnels) and new bans are introduced in transporting
of dangerous goods on the important international transit roads, what have the impact to reducing
the safety and efficiency of transporting dangerous goods in road freight transport.
Below road traffic bans for transport of dangerous goods in Slovakia, also on the main motorway
network. These prohibitions in road freight transport create the opportunities for the development
of intermodal transport of dangerous goods in Slovakia.
Slovak Road Administration, Department Road Databank, focuses also on variable and non-variable
parameters of road communications.
Road Databank department collects data by track-measuring cars, all kinds of traffic signs but
because of their large number, the collection is realized according to certain rules.
There are only 49 traffic signs B21 a B22 (January 15, 2010) in database of Slovak Road
Administration (see Fig. 11). They are collected only on the new build road network sections, where
measurements were carry out over the last months
Fig. 10 Traffic signs B21 and B22 on the Slovak road network (Source: Road Databank of Slovak
Road Administration)
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Following figures show more detailed maps of bans for transport of dangerous goods in selection
sections of Slovakia road network.
Fig. 11 Traffic signs B21 and B22 in the area of Bratislava (D1, D2 Sitina Tunnel and motorway
connection to Austria) and the area of 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 (black
colour). 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.
Source: National Highway Company - www.ndsas.sk

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3.
Intermodal transport equipments for chemical industry
In regard of the scope of the feasibility study for development of intermodal transport of chemicals,
we had to analyse intermodal transport equipments for chemical industry.
In practice, we recognize a number of loading units3 for cargo transport, the chemical industry
including. Transportation of chemicals can be divided as follows:
Chemicals can be classified as safe and dangerous cargo. Method of transport unit selection depends
on this basis. The cargo can be divided into general cargo and bulk cargo in solid, liquid and gaseous
state. The selection of the adequate transport unit for intermodal transport is based on the kind of
cargo.
According to the regulations for the transport of dangerous goods, this transport can be divided into
transportation:
General cargo (packages, IBC containers, large packages)
o By Open-top vehicles, wagons, containers and swap bodies
o By closed vehicles, wagons and containers
o Sheeted vehicles, wagons and containers
Bulk cargo
In tanks
o Road tankers, tank wagons
3
In practice, it is using the concept: intermodal transport unit, the loading unit of intermodal transport.
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o
o
o
o
o
o
Demountable tanks
Battery vehicles
MEGC - Multiple-Element Gas Container
Tank containers
Portable tanks (IMDG, ADR, RID)
Tank swap bodies
General cargo transportation can be realized by following intermodal transport units:

Containers
o Shipping containers ISO series 1
G containers for general use
V containers for general use with ventilation
R, H Thermal containers
U Open Top containers
o ACTS containers
Swap bodies
o Class A (to 32 tons)
o Class C (to 16 tons)
Trailers
o For RO-RO and LO-LO handling
Standard ( LO-LO only basket wagons or special reloading)
With points for pair of tongs - handling suspension frame
Bulk cargo transportation can be realized by following intermodal transport units:
Containers
o Shipping containers ISO series 1
B Bulk containers (for dry bulk materials)
T tank containers
TN for safe liquid with codes T0 T2
TD for dangerous liquid with codes T3 T6
TG for gases with codes T7 T9
o ACTS containers
Swap bodies
o Tank swap bodies
o Bulk swap bodies
Trailers
o Tank trailers
Large containers, portable tanks and tank containers which verify the definition of container in the
CSC can not be used for transportation of dangerous goods, when the large container or the frame of
the portable tank or the tank container does not comply with provisions CSC or with Letters UIC No.
591 and 592-2 592-4.
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Large container can be used for transportation only if it was structurally serviceable.
In the case of transport of dangerous goods in road tanker, tank wagon and portable tanks, the
deciding thing for the correct choice of transport unit is the code of the tank according to ADR, RID or
the code of the portable tank according to IMDG, ADR, RID and chemical compatibility of the tank
material with transported substance.
ADR, RID, IMDG definitive also a hierarchy of tanks, i.e. there can be transported the substance with
its code with substance with lower code in hierarchy in one tank, if it is in regard to chemical
compatibility.
Class
4.1 5.1 6.1
6.2 8
9 Grand total
Code of tank
L1.5BN
K
L4BH
43
L4BN
65
43
82
276 2
15
2 362
202 1 283
LGAV
1
Kd cisterny
LGBF
330
2 3
330
LGBV
14
Grand total
522 3
29
2 20
276 2
202 7 1041
from1328liquids
Fig. 14 Container EMT5 ADR/RID - L4BH - 37 000 L in stainless boiler design it can be
transported 78 % liquids according to ADR/RID, where the transport of liquids is allowed
Fig. 15 22T6 ADR/RID/IMDG portable tanks UN T22 for dangerous liquid 17 500 l for
substances with instructions T1 to T22
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Fig. 16 22T9 portable tank for not chilling liquefied gases UN T50 with sun protection 24 000 l 68 substances in class 2
Tab. 7 Number of dangerous substances which are suitable for transportation in type approved
vehicles for transport in tanks according to ADR agreement
Vehicle/ Classes of dangerous
AT
EX/III
FL
OX Transport in tanks not allowed Grand total
373
375
97
77
55
229
558
12
572
4.1
62
68
130
4.2
82
23
105
4.3
85
31
126
5.1
144
21
167
5.2
16
20
6.1
592
707
6.2
10
22
25
325
11
367
16
23
39
Grand total
1415
671
2872
10
2
106
31
782
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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 is
usually realized in swap bodies or manipulable road trailers. Exceptions are only tank containers,
which are used in overseas as well as in continental intermodal transport. It implies the recognition,
that there is minimal interest in continental intermodal transport at present. Continental intermodal
transport is much extended in Western Europe, especially in chemical industry and already, there is a
pressure from forwarders to implement this kind of transport to Central and Southeast Europe and it
will rise.
Owners of swap bodies or manipulable road trailers are forwarding companies and carrier hauliers,
which realize continental intermodal transport. There is a major producer of swap bodies KEREX
Michalovce in Slovakia, but these the most exported. Important producer of wagons for intermodal
transport is 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.
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.
Nariadenie 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 jazdn
spravy v svislosti s hmotnosami a rozmermi a o oznaovan vozidiel a jazdnch sprav (Government
Regulation No. 349/2009 about the largest allowable dimensions of vehicles and road trains, the largest
weights of vehicles and road trains, other technical requirements for vehicles and road trains in relation to
weights and dimensions and about marking of vehicles and road trains.
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4. Intermodal transport in Slovakia and in relation to Europe

4.1. Performances in intermodal transport in Slovakia
The intermodal transport in Slovakia has gone over the complex evolution since 1993. It was because
of the break in continuity of the transport growing and it was because of the:
-
market collapse in countries of the Council for Mutual Economic Assistance (CMEA),
formation of the Slovak Republic
changes in regulations of a market economy
Between years 1991 1994 there was a decrease in intermodal transport, but since 1995 volume of
the intermodal transport has grown up. In 1994 the share of intermodal transport in total railway
transportation increased to the 0,33 % and in 2002 to 1,53 %. In this year, there has been
transported 756 300 tons in intermodal transport. From 1993 to 2006 intermodal transport in
Slovakia developed with 16 % of annual increment. Big share of the intermodal transport had transit
transport and its share in total volume of transportation has still declined and it has come up to
Slovak import and export. In 2006 the growth of intermodal transport slowed down and in 2007 it
increased about 12 %, what was due to the start of production in KIA MOTORS in 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 UNS SKD 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 track
length, capacity and layout of areas and connection to the major rail and road network. All the
existing intermodal terminals do not verify non-discriminatory demand of access to terminal services,
i.e. openness and trade neutrality (all of them are owned by private operators, who realize here
especially their own commercial activities and activities for their needs).
4.2.1 Intermodal terminal 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 by
TransContainer Slovakia, 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 - Main Rhine
Canal) and it is also connected to AGTC lines and available from the main road corridors in Slovakia
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(motorways D1 and D2). Operator of this terminal is Maersk. Total area of the terminal is 15 000 m2,
the storage area is 12 700 m2. It has three transhipment tracks with a useful length of 250 m. The
terminal is equipped with two gantry cranes KSB with load capacity of 32 and 20 tons and with three
crane lifts with a boom LUNA with load capacity of 40, 40 and 42 tons. There can be transhipment
only large containers (including thermal and tank containers) in the terminal. From the terminal are
dispatched complete container trains on relation Bratislava Melnik Bremerhaven.
Next expansion of the terminal is not possible because of geographic terms.
Fig. 22 Intermodal terminal Bratislava Plenisko (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 m2 to 26 000 m2 is in the final
phase. The terminal is equipped with three crane lifts with a boom with load capacity of 41 and 51
tons and they can stack large containers in 4 - 5 layers. Transhipment is possible between road and
rail.
Theoretical transhipment terminal capacity is over 200 000 ITU per year and the storage capacity is
1 500 TEU. The terminal has four handling tracks with length of 430 m, 330 m and 450 m.
To the terminal are directed especially complete containers trains from the port of Koper. Apart from
the main terminal operations, there are realized many complementary services, such as loading and
unloading of containers, fixation of shipments, storage of goods, customs services, thermal container
supplying, handling and storage of chemicals and dangerous substances, transhipment of steel coils,
etc. Excepting large containers, it is possible to handle also with swap bodies or road trailers. The
terminal is enclosure and guarded, it is customs area. Operator (Intrans SKD) is owner of AEO
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Certificate (authorized economic operator), whose main advantages are simplified and accelerated in
customs procedure.
Fig. 23 Intermodal terminal 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 Iterport6.
Terminal operator is Metrans (Danubia), a.s. Transhipment is possible between road and rail. The
total area of intermodal terminal is 25 000 m2 with storage capacity of 3000 TEU. Terminal is
equipped with two tracks with useful length of 300 m and large containers are transhipped by two
stacking crane lifts with a boom with load capacity of 42 tons and large empty containers are
transhipped by one stacking crane lifts with a boom with load capacity of 8 tons. In terminal, it is
possible to manipulate only with containers including ISO 1 tank containers. Terminal also offers
services of cleaning, repairing and deposition of empty containers (2000 TEU). Terminal has train
connection through intermodal terminal 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)
Source: www.metrans.cz, [December 16, 2010]
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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 m2 with
storage capacity up to 25 000 TEU. The capacity of stockpiling area for empty large containers is
15 000 TEU. There are 3 gantry track cranes with load capacity of 36 tons, 4 stacking crane lifts with a
boom for handling with empty containers with load capacity of 8 tons. Terminal is equipped with
nine tracks (every with useful length of 650 m). In terminal, it is possible to manipulate with
containers ISO 1(including tank and tank containers). Terminal offers also complementary services
like cleaning, repairing and deposition of the empty large containers. Terminal has direct train
connection to Koper and through Prague to Hamburg, Bremerhaven and Rotterdam.
Fig. 26 Intermodal terminal Dunajsk Streda (source: 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 m2 of total area. Terminal is equipped with
three transhipment tracks with useful length of 1 474 m, 496 m and 174 m. There is one track crane
with load capacity of 36 tons for handling with large containers and three stacking crane lifts with a
boom with load capacity of 45 tons. Theoretical terminal transhipment capacity is 30 000 TEU per
year and storage capacity is 8 000 TEU.
Fig. 27 Intermodal terminal 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
Dunajsk Streda - Metrans
Bratislava Plenisko - Maersk
Sldkoviovo - Green Logistics
ilina - Intrans
Dobr - TransContainer
Bratislava UNS - Intrans
Koice - Intrans
Total
Tons
802 178
221 980
133 900
196 225
12 835
59 887
13 044
1 440 049
ITU
64 847
22 040
6 905
16 600
1 406
2 114
282
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 of
large containers and for collection and distribution in attraction circuit. Total area of terminal is
35 372 m2. Theoretical terminal transhipment capacity is 33 000 ITU per year. Intermodal terminal
has three transhipment tracks with useful length of 360 m, 310 m and 310 m. Terminal is equipped
with one gantry track crane with load capacity of 40 tons. At present, its operation is stopped.
Fig. 30 Intermodal terminal in 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 under
conditions of Support programme for development of intermodal transport in Slovakia and by
Government approved Concept of transport development. Tranship centre was built on the
crossroads AGTC (C-E52, C-L61). After marketing research of potential interested persons for RO-LA
system from existing carrier hauliers, the operation of the terminal was launched on November 2,
1998. During the operation of tranship centre (from 11-02-1998 to 06-01-1999) on the line 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 wagon
and 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 C E40 and C E63 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 of
road trains transported under the RO-LA system
Entrance and exit group of tracks with one track for RO-LA transport
Handling tracks of terminal
Terminal
Road for circumvention of the terminal
Reserve space for future storage and handling areas for spoil-tit
Intermodal terminal 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 m2. Length of the crane track is same for both cranes - 750 m,
so it is possible to serve whole train without sliding. Minimal length of the tracks under the crane
must be 750 m, according to AGTC. In the interest of using crane track, all designed handling tracks
are longer than 750 m.
Fig. 34 Visualization of new terminal in ilina Teplika7
Prochc E.: Terminal of intermodal transport ilina, Conference Infrastructure of intermodal transport
www.intermodal.sk
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4.3.2 Intermodal terminal Koice

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

International logistic centre
Strategic industrial park
Terminal rail yard will be connected to general track gauge through the Interport private siding tracks
to ST Vek Ida. Connected to broad track gauge is proposed through the U.S. Steel Koice (USSK)
private siding tracks to Haniska pri Koiciach broad track gauge railway station. But the location of
intermodal terminal complex Koice in presented area does not allow independent and unconditional
connection to rail infrastructure. Location with a large number of lands in private ownership expects
difficult and long solutions in property composition. To satisfy above requirements, it was verified
alternative terminal location with direct rail connection to SR infrastructure. The new terminal
location is proposed near the original location, between the SR track line (track line Zvolen Koice)
and rail yard USSK (rail yard CPR). Connection to the general track gauge railway line is planned by
construction of new station of Hutnky railway station. Connection to the existing broad track gauge
railway line is planned by the self-connecting track from Haniska railway station near Koice broad
track gauge.
Technical parameters of terminal:
Number of handling tracks (4) 2 tracks with general track gauge, 1 track with broad track
gauge, 1 X HK ((RoLa general track gauge, broad track gauge)
Length of tracks 750 m in the gantry crane radius
Handling equipments 2 gantry cranes (load of 45 tons), 1 mobile reach stacker (15 tons) for
empty loading units
Stacking 4 layers
Containers 2 rows in span + overhang, 378 positions (ISO1A), 252 positions (ISO1C)
Swap bodies 3 rows in span + overhang, 101 (SAL), 235 (WAB)
Trailers 28 positions with recommendation of sitting under the overhang of gantry crane
Parking places 280 vehicles per day, 56 in rush hours 45 places/entrance, 30 places/ exit
2 inside-areal traffic lanes, 2 handling traffic lanes
Gate a part of object of administrative and operational building (dispatching, forwarding,
customs, banking, food services)
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4.3.3 Intermodal terminal Bratislava

Terminal will be established in the Port of Bratislava area, next to 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 ITU
from and to vehicles, in three-modal part also boats. For handling of hard surfaces for long-time
storage of ITU (especially empty) is intended mobile handling equipment. Gantry track cranes should
be designed so, that the movement of their chassis and trolley speed can handle desired tracks and
area of dock. Technical parameters of cranes should be 40 manipulations by one crane per hour.
Mobile handling equipment should be used only for handling with empty ITU and due to its sufficient
loading capacity is 15 tons. For this weight, it is necessary to dimension hard surfaces for storage of
empty ITU. There should be placed 4 handling tracks under cranes in terminal with direct length of
750 m and in the direct impact of gantry cranes.
Road transport in intermodal terminal area will be provided by new road network of inside-area
service communications, which road load will be constructed for road trains with total weights of 44
tons. Layout of local roads and design of their routing must be based on future transport
organization in intermodal terminal.
Layout of local roads and design of their routing must be based on future transport organization in
intermodal terminal.
Intermodal terminals in Bratislava will be connected with existing road network on 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 and
areas. Technical parameters of cranes should be 40 manipulations by one crane per hour. Mobile
handling equipment should be used only for handling with empty ITU and due to its sufficient loading
capacity is 15 tons. For this weight, it is necessary to dimension hard surfaces for storage of empty
ITU.
Trains intended for intermodal terminal should be handled in railway station Leopoldov, respectively
in railway station Siladice and because of that, there have not been designed no tracks for own
entrance/exit groups of tracks in terminal. Terminal should be connected with track line Leopoldov 8
Buovsk, J.: Terminal of intermodal transport Bratislava, Conference Infrastructure of intermodal transport
www.intermodal.sk
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Galanta on the both ends of terminal, in the direction to Siladice by construction of individual track
to the railway station Siladice or with direct connection from open track line in self station. There
should be placed 4 handling tracks under cranes in terminal with direct length of 750 m and in the
direct impact of gantry cranes. One of these tracks should be designed for RO-LA transport.
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
network road II/513 by crossroad.
4.3.5 Operational Programme Transport Intermodal transport infrastructure

Described terminals are built with contribution from European Union Cohesion Fund. All terminals,
which are prepared to the construction according to terms of European Commission and valid legal
acts of European Union will their services provide non-discriminatory, it means that they will be
commercially neutral with open access to all customers, who perform necessary technical conditions
(e.g. rail operator licence, etc.) Every member state of the European Union has to guarantee the
provision of Council Directive 91/440/EEC on the development of the Community's railways, in
section III, Article 6, paragraph 6, which state:
Track access to, and supply of services in, the terminals and ports linked to rail activities referred to
in paragraphs 1, 2 and 3, serving or potentially serving more than one final customer, shall be
provided to all railway undertakings in a non-discriminatory and transparent manner and requests by
railway undertakings may be subject to restrictions only if viable alternatives by rail under market
conditions exist
This in practice means, that if terminal operator used terminal services for his own need, he cannot
follow any rules, but if the terminal operator offer terminal services to other interested person, he
has to offer these services to all of interested persons and under the same conditions.
Because of the fact, that planned terminals are built from public financial funds, there is a condition
of public access and consequently also condition of service provision under the same conditions.
In the programme period 2007 2013 will be built 3 terminals from all planned intermodal terminals
and one will be postponed to the next programme period 2014 2020. This will mainly depend on
the end of the project preparation and which one will successfully get so called land use decision.
Except the postponed terminal, there is a plan to build the last intermodal terminal in Zvolen area in
the next programme period what provide territory cover of Slovakia by non-discriminatory access to
intermodal terminal services.
It should create good conditions for development of competition in combined transport sector.
Because of this action, state expects the development of combined transport, especially continental
and also accessing of this transport technology to all candidates in the future, including chemical
logistic.
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4.4. Multimodal transport corridors and their impact on the solved issue
Continually change of the political orientation of central and eastern states in Europe evocated
demand on extension and linking of the transport infrastructure towards these countries for purpose
of producing uniform Pan-European transport network.
Common mission of countries in Western, Central and Eastern Europe is to ensure trade exchange
and economic development with respect of democratic values and social standards of national
cultures. With this intent European Commission developed transport line conception corridor
conception linking Western Europe with Eastern on the multimodal base. In this study, we dealt
with the amount of the European transport corridors, which pass Slovakia. Detailed analysis of
multimodal corridors is defined in Annex no. 1 of this study.
Under the new Regulation (EU) No 913/2010 of the European Parliament and of the Council of 22
September 2010 concerning a European rail network for competitive freight member states of
European Union have to take into account the new legislation, which establishes international rail
freight corridors and strong preference for freight transport on these corridors.
Provisions which were in contrary to this regulation, must be revised by European Union member
states. New European Regulation helps to create rail freight corridors and its purpose is to improve
interstate freight transport.
For every rail corridor should be created separate management structure, respectively corridor
management. It should consist of several agencies (Executive board, Administration board), in which
would be represented particular countries. Administration board establishes the procedure for
handling requirements for international railway lines. For handling requests about railway lines is
necessary to establish so-called One Stop Shop for every corridor, which processes and allocates
requirements for railway lines and its decision sent to the national place for railway lines allocation.
It also defined the proceeding for operation management in corridor in the case of disturbances or
disruption. Regulation also recommends to infrastructure managers to impose sanctions to rail
companies for booked but not used railway lines, i.e. cancellation reservation. In the case of disputes
decides National regulatory agency to which is prescribed international cooperation.
Executive board provides the volume of freight transport. It means in practice partial withdrawal of
infrastructure control by its national operator.
There is a supposition in the regulation, that international good-trains will have a priority in defined
corridors in allocation of routes, what can affect passenger regional and long-distance transport.
Some member states are concerned that this Regulation will have a bad affect to passenger
transport. But the there is pointed the fact in the regulation that passenger transport must be
reflected.
In regulation were approved following freight corridors (including date of the latest establishment):
1. Rotterdam/Zeebrugge Antwerp Duisburg Basel Milan Genova (established to 10
november 2013)
2. Rotterdam Antwerp Luxembourg Metz Dijon Lyon/Basel (established to 10
november 2013)
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3. Stockholm Malm Copenhagen Hamburg Innsbruck Verona Palermo

(established to 10 november 2015)
4. Sines Elvas/Algeciras/Leixes/Lisbon Madrid Irun Bordeaux Paris/Le Havre/Metz
5. Gdynia Katowice Ostrava ilina Bratislava/Vienna Klagenfurt
Venice/Trieste/Bologna/Ravenna; Graz Maribor Ljubljana Koper/Trieste
6. Sines Elvas/Algeciras/Leixes/Lisbon Almera Valencia/Madrid Zaragoza Barcelona
Marseille Lyon Milan Venice/Trieste/Koper Ljubljana Budapest Zhony
7. Prague Vienna/Bratislava Budapest Bucharest Constance; Vidin Sofia
Thessaloniki Athens (established to 10 november 2013)
8. Bremerhaven/Rotterdam/Antwerp Aachen/Berlin Warshaw Terespol Kaunas
9. Prague Horn Lide ilina Koice ierna nad Tisou (established to 10 november
2013)
Corridors no. 5, 7, 9 have direct effect on Slovakia (see fig. 37).
Fig. 36 Approved transport corridors according to Regulation (EU) No 913/2010 in relation to

Slovakia
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5. Possibilities of using the Eastern Slovak Transshipment Yards for

the development of rail and intermodal transport of chemicals
At present, The Eastern Slovak Transshipment Yards (ESTY) provide transshipment to over 90% of all
goods and raw materials imported in Slovakia by rail from Eastern Europe and Asia. Its importance is
underlined by its uniqueness of the largest transshipment yard providing a comprehensive service
package within transition of goods from broad gauge (1520mm) to general gauge (1435mm) and vice
versa in Slovakia. Within its activities, ESTY provides a complete transshipment service and
communicates with executive administration bodies acting in the matter of import and export of
goods and vehicles across crossing border stations 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 Tisou
to Chop-Batev transshipment complex and enables transport of goods to Rumania via
border crossing station Diakovo-Halmeu with no transshipment. Goods can be carried by this
connection, except from dangerous goods and out-of-gauge load.
Transshipment of goods to be exported from Slovakia to Eastern Europe and Asia is executed in a
transshipment center in Chop (Ukraine).
Uzgorod Maovce:
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 UzgorodMaovce. In BCS Maovce, the consignment transhipment facility is limited to transhipment of bulk
materials, as iron ore and coal. The transhipment of other types of substrates may be performed
after a contractual agreement with the Centre of freight transport 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 transferred
from 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 to
prepare modernisation of facility otherwise environmental authorities will close the facility.
The chemicals presented 3% of transshiped goods in 2008 at Ukrainian border. Alcohols
presented 88% of all chemicals transhipped in 2008 at Ukrainian borde. Other commodities
include benzene, acetates, oils and fuels.
Fig. 37: Comodity structure of fluids transhipment facility in 2008

Performance of transhippment facility in thousands tons in 2008 is showed in following figure .
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Fig. 38 Transferred chemical substances in 2008 (thous. tonnes)

New transhipment facility doubled the capacity of old facility. Transfer is performed at 6 positions as
follows:
Position 1: Alcohol derivatives: methanol, ethanol, butanol, isopropyl alcohol, other alcohols
Position2: Industrial oils: motor oil, hydraulic oil, base oil, linseed oil, phenol oil, other oils
Position 3: Different fluids with similar chemical properties: solvents, toluene, acetone, xylenes, ethyl
benzene, benzene
Position 4: Food oils: sunflower oil, rapeseed oil, other food oils. Transfer system on this position
is made from stainless steel.
Position 5: Acetate, ethyl acetate, butyl acetate and more
Position 6: Fuels: diesel, kerosene, gas oil, fuel oil, motor petrol, other
In transhipment facility is also possible to weigh and tare of wagons.
Fig. 39 Transhipment facility, there is broad track gauge in the foreground and general track gauge
in the background with attached tanks
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Fig. 40 Views on the particular positions in transfer station
Transhipment of corrosive substances (Class 8) is performed only by boogie shifting in

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 for

transcontinental 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 (117,983 mil. ). At present the intermodal terminal is hired by
Russian TransContainer Slovakia, a.s.
The total intermodal terminal transhipment capacity is 3 million tons per year with complex
transport services and in all systems of intermodal transport. The total area if intermodal terminal is
186 500 m2. There are 7 tracks with general gauge (under the crane are 2), 5 tracks with broad gauge
(under the crane are 2) and one hybrid track for wagons with general and broad gauge. It is equipped
with 2 gantry track cranes P 50 with load capacity of 40 tons and performance of 476 transhipment
operations per 24 hours and the length of the crane track is 460 m. As a complementary facility is
there stacking crane with a boom Luna RSL-45-CT with load capacity 45 tons and performance of 280
transhipment operations per 24 hours.
Transhipment can be realized between road and rail, respectively between rail (general track gauge)
and rail (broad track gauge) and vice versa. There can be transhipped large containers, swap bodies,
road trailers and also road trains in RO-LA system.
Terminal storage capacity is 1630 TEU. There are provided services for customers in the terminal
such as packing and expedition of goods, freight forwarding services, issuing of documents (Single
Administration Document - SAD, Declaration of customs value - DCV, TIR, etc..). There can be
handling, storing and labeling of dangerous and chemical goods in the terminal, as well as connecting
of thermal containers. The intermodal terminal is closed, guarded by civilian security guards, area of
the terminal represents the customs territory. It also contains a public warehouse. The complex of
covered stores occupies an area 2400 m2. The Intermodal terminal (IT) provides cleaning and minor
maintenance and repairing of intermodal transport units (ITU). Terminal plans to expand its storage
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capacity of 10 000 m2, builds a fuel station and washing machine of road vehicles. The importance of
the terminal should increase by the construction and opening of new border crossing with Ukraine
and new road links with Hungary.
First integrated trains, that passed through the terminal Dobr in renting by the TransContainer,
were loaded with components of computers and later with magnesite and talc, which went to Poland
and Austria. Currently, the terminal operator managed to provide relatively regular transportations
from Pescara (Italy) to Tichonov (Russian Federation). There are carrying 40-feet HC containers with
spare parts for cars of brand Fiat in the trains. These transportations are realized in two pairs of
trains a week. By the beginning of September 2010 were transported 23 of integrated trains with
empty containers from terminal Dobr to Pescara and 22 of integrated trains with loaded containers
from Pescara to the terminal Dobr and then to the Tichonov.
Companies Intercontainer Austria, TransContainer, Far East Landbridge and Hungaria Intermodal
operate a train connection Vladislav Container Shuttle with connections Vienna - Budapest BILK,
Budapest BILK - Dobr and Dobr - Moscow with the coverage of Germany, Switzerland, Austria, Italy
via Vienna, Hungary across Budapest and Czech Republic and Slovakia across Dobr.9
1400
1200
1000
800
600
400
200
0
I
II
III
IX
VI
VII
Fig. 43 The increase of transportations of containers through the terminal Dobr in 2010
5.3. Support of intermodal transport in Slovakia
5.3.1. Zkon . 514/2009 Z.z. o doprave na drhach (Act No. 514/2009 Coll. on
Railway Transport)
There is the basic definition of intermodal transport that is formulated in Directive 92/106/EEC on
the establishment of common rules for certain types of intermodal transport of goods between
Member States in 2, section 4. Intermodal transport is the movement of goods, during which the
road vehicle, trailer, semi-trailer with or without truck, swap body or shipping container uses in the
initial or final section of the journey a roads and in the another section of the journey a railways,
inland waterways or maritime transport, if this part of the movement of goods exceeds 100 km as
9
Vladislav Container Shuttle Information brochure ICA (www.intercontainer.at)
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the crow flies and it makes the initial or final section of the journey by road either between the point
at which the goods were loaded and the nearest suitable terminal of loading in the initial section of
the journey and the nearest suitable terminal of unloading of goods and the point at which the goods
were unloaded for the final section of the journey, or inside a radius of less than 150 km as the crow
flies from the inland waterway port or seaport of loading or unloading goods.
According to 22 a subsidy in the context of intermodal transport = combined transport from the
budget chapter of the Ministry for the financial year can be provided. The subsidy may be granted for
the financing of projects and parts of projects in the financial year for operation of lines in the system
of unaccompanied, but also accompanied intermodal transport. The subsidy may be granted to the
applicant, if he proves that he has secured for the financing of project at least 70% of the cost from
other sources. The subsidy may be granted up to 30% of the costs necessary for realization of the
project. The subsidy may be also granted up to 15% also for the purchase of technical equipment
which are necessary for the implementation of intermodal transport. Granting of subsidies is subject
to the approved ways for the financial year.
From 2006 until the end of 2010, the state budget allocated for this purpose each year 20 million
Slovak crowns, which is currently 663 878 EUR. For the 2011 the budget is determined to 0 EUR.
5.3.2. Maximum allowable dimensions and weights of road vehicles

Nariadenie 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 jazdn spravy v svislosti s hmotnosami a rozmermi a o oznaovan vozidiel a jazdnch
sprav (Government Regulation 349/2009 Z.z. about the largest allowable dimensions of vehicles and
road trains, the largest allowable weights of vehicles and road trains, other technical requirements
for vehicles and road trains in relation to with weights and dimensions and marking of vehicles and
road trains) determines the maximum dimensions and weights of road vehicles. Maximum width of
vehicles shall not exceed 2,55 meters. Vehicles carrying an isothermal body, respectively container
can be 2,6 meters wide. The maximum allowable weight of the road train is 40 tonnes, but road
trains which are transported large ISO containers within intermodal transport can weigh up to 44
tonnes.
5.3.3 Zkon . 8/2009 Z.z. o cestnej premvke (Act No. 8/2009 Coll. on Road
Traffic)
The Act provides in 39 restrictions of a journey of certain types of vehicles. Motor vehicles or road
trains over 7,5 tonnes are prohibited from driving on highways, expressways and first class roads on
the first working day and on Saturday, if this Saturday follows after working day, and this in the
period from 1 July to 31 August at the time of 7:00 to 19:00 hours and on Sunday and on the last
non-working day at the time of 00:00 to 22:00 hours. These prohibitions do not apply to motor
vehicles and road trains that are used in intermodal transport.
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5.3.4. 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)
In the Slovak Republic the zkon . 465/2008 Z.z (Act No. 465/2008 Coll.) is valid from the First of
January 2009, which amends and supplements laws on the scope of the Ministry of Finance in
relation with the introduction of the EUR in Slovakia, within which the Act No. 582/2004 Coll. is
amended and supplemented, and even his eleventh part - the motor vehicle tax. Road vehicles,
which were used in intermodal transport, are entitled to a repayment a part of these taxes. If the
carrier used a vehicle during the tax period at least 60 times within intermodal transport, he is
entitled to 50% tax reduction from the amount of annual tax rate for that vehicle. As a condition of
fulfillment of assumptions for the application of the tax reduction it applies, that for using of roads in
a single journey within intermodal transport, a 150 kilometers distance as the crow flies between the
place of loading of goods and the nearest terminal of intermodal transport and from the terminal to
the place of unloading of goods must not be exceeded. The claim on the tax reduction must be
demonstrated through the records of the vehicle that are confirmed by the terminal of intermodal
transport.
5.3.5. Regulation (EC) No 1692/2006 as amended by Regulation (EC) 923/2009

Regulation (Act) of the European Parliament and of the EC (European Communities) Marco Polo
constitutes a financial support instrument, which aims to reduce congestion on roads, to improve the
environmental qualities of the transport system and to enhance the intermodality, thereby to
contribute to efficient and sustainable transport system for the period from 1 January 2003 to 31
December 2013 so that at the end of this program it will be reached the transfer of the expected
total annual growth of international road freight transport, that is measured in kilometers, for short
sea shipping, railway and inland waterways, or for a combination of transport modes, in which road
journeys will be as short as possible.
5.4. Support of intermodal transport in the Czech Republic

There is the possibility of using the Marco Polo program in the Czech Republic as in the Slovakia.
The support of intermodal transport :
-
The support of construction new Intermodal terminals (IT), respectively upgrading of existing
IT in the Czech Republic
The support for hardware capital allowances,
The support for the introduction of new lines (initial phase).
Beneficiary - operators of combined transport, rail carriers, operators of IT,
Form of non-refundable subsidies,
Maximum 30% of eligible costs,
For years 2006 - 2010 - The approved amount is 55,7 million EUR.
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Increased max. allowable total weight of the road train with the ITU to 44 tonnes,
Restrictions for journeys during holidays and weekends do not apply.
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6. Support of the development of chemical transportations in the

railway sector
In railway transport, it is necessary to make systemic changes that promote not only the
development of the transport of chemical substrates. These changes must be done in two
dimensions:
-
Simplification and cheaper access to railway transport route (it concerns the railway
infrastructure manager),
Support of system of consignments transportation in different cars (it concerns the national
freight carrier ZSSK CARGO).
6.1.
Issue of the access to railway infrastructure
In the railway sector in accordance with the rules and directives of EU the transformation took place,
after that the state usually owns the infrastructure. Railway companies (operators) operates the
transport on that infrastructure when they fulfill the conditions.
Access to railway infrastructure is:
-
Complex process that is defined legislative conditions,
The infrastructure Manager is obliged to publish the conditions of access to infrastructure in

the network statement,
The infrastructure manager is obliged to provide a spare capacity of infrastructure.
Access to railway infrastructure principally consists of the following steps:

-
Allocation of the journey,

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

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Allocation of the capacity in the Slovak Republic is determined by legislative standards and
regulations of the infrastructure manager, especially by:
-
Directive 2001/14/EC Of The European Parliament and Of The Council of 26 February on the
allocation of railway infrastructure capacity, levying of charges for using of railway
infrastructure and safety certification,
Zkon o drhach 513/2009 Z.z. (Act No 513/2009 Coll. on Railways),
Implementing rules: Vyhlka MDPT 351/2010 Z. z. o dopravnom poriadku drh (Decree of the
MTPT SR No. 351/2010 Coll. on traffic order of railways ,
SR - Work schedule for the report of train traffic diagram (TTD) and its changes,
Network Statement for the year 2010, GR SR Bratislava.
6.1.1. Report of the timetable

The timetable is valid one year and its preparation begins at least 11 months in advance. Railway
companies criticize too slow process of routes allocation. The preparation of the timetable is a
complex process in which both infrastructure managers and railway companies are participating. For
this purpose, a platform of international associations which are supporting the coordination of the
report of timetables, is serving. These include:
-
FTE Forum Train Europe
RNE Rail Net Europe
OSD Organizcia pre spoluprcu eleznc (Organization for Railways Cooperation)
Fig. 44 The process of the preparing of the timetable - calendar of activities RNE
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6.1.2. Charging of access to railway infrastructure

The infrastructure Manager due charges an allocated capacity in order to minimize distortions of a
competition which may arise from significant differences in principles of charging either between
railway infrastructures or between transport modes. It is important to define the components of
services of the infrastructure Manager, which should be provided for minimum access charges, as
well as investment in railway infrastructure.
EC Directive determines that the actual charging of railway infrastructure was based on the
accounting of costs which are directly caused by the operation of the train, whereas a charge may
also include other costs, such as costs which reflect a lack of capacity at a certain time,
environmental costs and costs which are associated with maintenance of transport infrastructure.
The Directive allows exceptions, such as an averaging of costs, the possibility of introducing an
surcharge to achieve a full compensation and the determination of higher charges in a case of special
investment projects that increase the efficiency of operation.
A charging system must encourage the infrastructure manager and the carrier to increase the
efficiency, quality of transport and services. The existing charging system in SR is not based on
marginal account, but it is based on total costs which are reduced by the subsidy for the
infrastructure manager. This leads to higher charges and therefore railway transport becomes
unattractive.
The charge for using of railway infrastructure in the Slovak Republic is regulated by the State,
through RD (rad pre regulciu elezninej dopravy - Railway Regulatory Authority). Transport
companies can use within the track access to service facilities these facilities:
-
passenger stations and other facilities,
terminals for freight transportation,
marshalling yards,
facilities for starage of goods - ramps, storage area,
electrical supply equipment for traction current, if available,
facilities for formation of trains,
storage sidings,
maintenance and other technical equipment.
The price for using of these facilities is included in price for using of road infrastructure. Except the
minimum access package the infrastructure manager can provide additional services and facilities
and these on the basis of separate contracts which were concluded with the railway transport
company.
RD determines the charge for using of railway infrastructure in inland transport in the form of
maximum prices by category of lines (track).
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Currently, on the Railways of the Slovak Republic there is a change of the charging system of railway
infrastructure. So far, the price for access to infrastructure of SR has been determined as a global
price, which has taken into account the traveled distance (vlkm=train-kilometers), the transport
performance (hrtkm=gross tonne-kilometers) and trains route. The advantage is a simplicity and
clarity and accountability of this charging. Rates depend on traveled distance of gross trains weight
and on number of trains, respectively this component is known as the Access component. Weight of
individual rates is determined approximately in ratio 80% in relation to the component - trainkilometers, 15% in relation to the component - gross tonne-kilometers and 5% in relation to the
component - Access. However, this ratio varies depending on the parameters of the train, such as the
distance, the weight, etc. High weight of the charge for transport route in relation to the component
train-kilometers, so at the traveled distance of the train, motivates carriers to extract trains to the
standard of the weight, or length of the train, thereby it extends a transportation time. As an
example ZSSK Cargo, which in 2009 extended residence time in the marshalling yards from 6 to 12
hours. However, carriers, who do not particularly use complementary services, which are included in
the global price, are in disadvantage, which could be understood as a distortion of a competition.
However, it is important to realize that this charge includes all services - ie shift services and
technical offices (ancillary services, which should be specially allocated to unregulated prices),
marshalling yards, using of equipments of traction supply system, using of passenger stations and
their equipments, using of stations for formation of trains (hump, rail brakes, etc..), using of freight
terminals, rail scales. There are not these services and from those resulting costs included in the
foreign charges in the base (minimum) access package.
A current charge for the transport route with its price level and structure is no longer suitable for
new conditions of sale of the transit route which is already in use in Western Europe and it is
gradually promoted in surrounding countries. In terms of comparison of price levels of countries
which are applying the system of charges for using of railway infrastructure, the Slovak Republic
belongs to the most expensive countries. This high charge for using of railway infrastructure defends
the competitiveness of railway transport against other modes of transport, especially road transport.
High price for using of road transport has a major impact on transit transport flows that bypass the
infrastructure of SR. High price for using of road transport is a consequence mainly of low total
investment subsidies granted by the State.
Risks arising from the unequal conditions in the transport market, especially in a comparison to road
transport. To the price for using of railway infrastructure costs for operation and maintenance as well
as other activities that do not burden carriers of other modes of transport are included. Partially, this
has changed in the freight transport by charging (a toll) of highways, expressways and parallel first
class roads.
Ministry of Transport, Construction and Regional Development of the Slovak Republic (Ministerstvo
dopravy, vstavby a regionlneho rozvoja SR) currently has prepared the proposal to amend the
charge structure for using of railway infrastructure. The new concept of charging of a railway
infrastructure is based on the following principles:
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maximum prices for using of railway infrastructure and individual components of a transport
route will be followed to zkon 513/ 2009 o drhach,
maximum prices (rates) for the minimum access package will be the same for all modes of
transport,
services are divided into four categories:

o the minimum access package,
o the track access to service facilities,
o ancillary services,
o and other services.
prices of the minimum access package and of the track access to service facilities are among
regulated prices,
prices of ancillary services and other facilities are among unregulated prices and zkon NR SR
. 18/1996 o cench (Act of the National Council of the Slovak Republic No. 18/1996 Coll. on
Prices as amended) subjects to these prices.
A new charging concept defines two categories - the minimum access package and the track access in
this structure of the charge:
Charge for train ride
+ Reservation charge
+ Charge for using of electrical equipments
+ Access charge for technical equipments
= The total charge for the access to railway infrastructure
rad pre regulciu elezninej dopravy (Railway Regulatory Authority) has designated in its
Vnos . 3/2010 o uren hrad za prstup k elezninej infratruktre (Decree No. 3/2010 on the
determination of charges for access to railway infrastructure) of 2 December 2010 from 1.1.2011
maximum payments for the access to railway infrastructure within the minimum access package and
the track access to service facilities.
The payment system for services of the minimum access package consists of maximum payments for:
-
ordering and allocation of the capacity,
management and organization of transport,
ensuring the operability of the railway infrastructure.
The payment system for services of the track access to service facilities consists of maximum
payments for:
a) using of the electrical supply equipment for traction power,
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b) using of passenger stations, their buildings and facilities,

c) access to marshalling yards and to facilities for formation of trains and cargo terminals
owned or in management of a regulated entity.
The payments for access to railway infrastructure within the minimum access package and the
track access to service facilities
The total payment for the minimum access package for the train is calculated:
whereas:
whereas:
vlkm
train-kilometers,
hrtkm
gross tonne-kilometers,
i -
category of the track; for the necessity of regulation tracks are divided into categories
according to the list, which is described in Section III point a) of this Annex,
U1i
maximum payment for ordering and for the allocation of a capacity in EUR per train-km for
the corresponding category of a track,
U2i
maximum payment for the management and organization of transport in EUR per train-km
for the corresponding category of the track,
U3i
maximum payment for ensuring the operability of the railway infrastructure in EUR per
thousand gross tonne-kilometers for the corresponding category of the track,
Ump
total payment for using of the railway infrastructure within the minimum access package
for the train, regardless of a type of provided transport services in EUR,
U1
total payment for ordering and allocation of capacity in EUR for the train, it shall apply
regardless of the actual use of the ordered and allocated capacity,
U2
total payment for the management and organization of transport in EUR per the train,
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U3
total payment for ensuring the operability of the railway infrastructure in EUR per the train,
Li
total length between individual transport points of the track of a relevant category, which is
expressed in kilometers at three decimal places,
Qi
total gross weight of the train in tonnes on the relevant category the track, which is
rounded to whole tonnes upwards,
ke
coefficient that accounts a ride of the train with an active traction railway vehicle of the
independent traction on electrified lines (tracks) of the relevant category, whose height is
1,2 and the height of a coefficient for other trains is 1,0.
Payments for the minimum access package

Maximum payments for ordering and allocation of the capacity
U1i
Category of the
track
In EUR per train-kilometers without value

added tax
1.
0,0207
2.
0,0190
3.
0,0188
4.
0,0160
5.
0,0141
6.
0,0096
Maximum payments for the management and organization of transport

U2i
Category of the
track

added tax
1.
0,958
2.
0,881
3.
0,871
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U2i
Category of the
track

added tax
4.
0,742
5.
0,651
6.
0,445
Maximum payments for ensuring the operability of the railway infrastructure

U3i
Category of the
track
In EUR per thousands gross tonneskilometers without value added tax
1.
1,311
2.
1,261
3.
1,243
4.
1,064
5.
0,934
6.
0,649
Payments for the track access to service facilities

-
Maximum payment for using of electrical supply equipment for the traction power,
Maximum payment for using of passenger stations, their buildings and facilities,
Maximum payment for an access to marshalling yards and facilities for formation of trains
and to cargo terminals owned or in management of a regulated entity.
For an illustration there is a current price for using of railway infrastructure with a type transit freight
train (This trains is transporting cargo between stations, mostly in the territory of one State) in the
section Koice - Bratislava, as well as the estimated price after the introduction of the new charging
system in the Tab. 9. There is an example of a price for a handling train for type section Koice Spisk Nov Ves, which is determined for collection of individual wagon consignments to the
marshalling yard too. The proposal of prices is processed according to Vnos . 3/2010 radu pre
regulciu elezninej dopravy (RD) (Decree No. 3 / 2010 of the Railway Regulatory Authority) of 2
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December 2010. In the example it is about regular trains. In the item of train-kilometers
performances are for handling trains valued by a special rate of 60% of the maximum price. There is
also a comparison of the level of toll for a road vehicle on the route Bratislava - ilina Koice for an
equivalent weight of 2000 tonnes in the Tab.9.
Tab. 9 Comparison of the price for using of railway infrastructure for type trains and
vehicle combinations
Characteristics
of the
train
Length
of the
train
track
Transit
freight
train(Tf)
Koice
freight
st.
Bratislava East.
Weight of
the train and
additional
notes
Global price
according to
the current
price decree
(cenov
vnos RD
545/2008)
Price
according
to the new
price decree
(cenov
vnos RD
2/2010 *)
Toll which
is set for 40
tonnes road
train, 5
axles, Euro
3 and 50
transportations as an
equivalent
of 2000
tonnes
Toll which
is set for 36
tonnes
road train,
4 axles,
Euro 3 and
55,5
transportations as an
equivalent
of 2000
tonnes
2000 t,
444 km
shove Spisk
N. Ves - trba
6082,70
2474,50
399,579
km
3640,433
4162,835
75 km
700 t
519,58
406,92
A track is
not
charged
A track is not
charged
A track is not
charged
Handling
freight
train(Hf)
Koice
Spisk
Nov Ves
Charged
length
of the
road
journey
* The price includes services of the minimum access package (a booking fee, a ride of the train) and of the track
access to service facilities (an electric traction, using of technical equipments for freight transport), the price
does not include services
The above example shows that for the integrated train weighing 2000 tonnes in section Koice Bratislava the charge for using of railway infrastructure will be reduced by 60%.
A new method of charging provides the reduction of the charge for using of railway infrastructure in
the order of 50% for the type train, thus to support of the development of freight railway transport
will be reached.
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10
9
8
/ train km
7
6
5
4
3
2
1
0
HR DK SP SE PT SI FR BE HU SF NL NO IT DE CH AT UK PL RO CZ SK BG LT EE LV
Fig. 45 A comparison of prices for using of railway infrastructure after the reducing of the charge
on SR
6.2.
Innovation of forming of trains on SR
In freight transport carriers offer these products:

-
freight integrated trains:

o
dispatching/technological
scattering / gradual
single-grouped/multi-grouped
logistics trains (driving mode in time, certified trains)
single wagon consignments
In the segment of integrated trains it is necessary to find international relations and to create system
trains for Combined transport.
In addressing the forming of trains it is necessary to focus on single wagon consignments that are
currently for the unsuitable technology are experiencing a in significant decline.
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6.2.1. The current situation of single wagon consignments in the Slovak

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

Satellite marshalling yards
stations of base network
Fig. 46 The basic scheme of three-tiers hierarchy of stations

Tab. 10 Overview of the number of trains-forming stations SR in years 2005-2010
Type of the station
2005
2006
2007
2008
2009
2010
Decisive trains-forming
stations
Other trains-forming
stations
47
31
25
25
24
17
Other trains-forming
stations (the carrier
realizes a movement)
10
Sum
53
41
34
34
33
32
An innovation lies in the fact that the main marshalling yard creates only direct single-grouped transit
trains, and this to all other main marshalling yards. The advantage is less reassignments (max. 2), this
leads to a reduction of average time of the wagon relocation on the network.
The proposed technology can be applied as:
-
all-day forming of trains in the mode of a wagons collecting on the normative of utilization, it
means the time-continuous trains-forming,
time-discrete trains-forming (the night jump).

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It is important to determine the number of main marshalling yards. It is based on the criterion of an
average time of the wagon relocation, respectively a time loss of the wagon (a solution was proposed
by the professor ern). In terms of SR network four main marshalling yards devolve into account
(Bratislava East, ilina-Teplika, Koice freight station, Zvolen freight station)
A model of the time-continuous trains-forming requires a large number of directional rails and it
causes an increase of delays in the process of gathering.
Time-discrete model of trains-forming is based on these principles:
-
three-tiers hierarchy of stations,

one-way operation,
creation of direct single-grouped Tf trains between all main marshalling yards.
However, trains are created and these trains go only in the specified period during the day with a
compliance of the timetable. It is based on the customer requirement for the realization of cargo
handlings in the day time during working days.
direct single-grouped Tf
trains
Hf trains
Hf trains
departmental
trains
departure on
arrival on the day

A before the
evening
departure on the
day B(C) in the
the day A in
evening
departmental
trains
arrival on the day

B(C) after midnight
departure on the
day B(C) in the
morning
arrival on the
day B(C) in the
morning
the afternoon
Fig. 47 Scheme of the organization of wagons currents in the time-discrete trains-forming

After the loading of wagons in the afternoon of the first day (day "A") it is performed their collection,
respectively the collection of unused empty wagons after the unloading to the nearest main
marshalling yard the through satellite yards. In the late afternoon in the main marshalling yard it is
started an operation and a hump shunting of targets train-sets and the production of sources direct
single-grouped Tf trains to all other main marshalling yards and satellite yards in their own attraction
circuit. These trains depart in the evening, at first trains of greater distances, which it is necessary to
ensure the passage of all wagons from the target to the source trains. An activity of the main
marshalling yard declines in the evening.
On the second day (day "B"), exceptionally on the third day (day "C") for greater distances, late after
midnight, fast trains come into the main marshalling yard from other main marshalling yards for the
hump shunting. Their wagons are passed to the departmental Tf trains for satellite yards or service
trains for stations of base network. In the morning at first Tf trains to far satellite yards leave, then Tf
trains to closer satellite yards and in the end service trains to adjacent sections of the track. An
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activity in main marshalling yards declines after the leaving of these trains until late afternoon. In
satellite yards Tf trains are distributed to service trains which transport their wagons to the
destination station in the early morning. An activity in marshalling yards at weekends is declined to a
esential degree.
Technology in the main marshalling yard assumes:
-
executive hump,
high throughput of entrance and departure rails,
fast service of target and source freight trains it can be solved by focusing of all crews at
first on service of target trains and then their movement,
for the service of source trains.
Benefits of time-discrete trains-forming:

-
reduction of the time of relocation to the technologically essential value,
reduction of the time of wagons relocation loading on the day "A", unloading on the day
"B" (exceptionally on the day "C"),
delivery of consignments in the mode "just in time",
optimization of circuits of driving vehicles,
high productivity of operating workers in the marshalling yard that is focused on night hours.
Benefits of the concept of the trains-forming for the transportation of chemical substrates:
-
unified concept and networks technology of the relocation of each wagons consignment
within the network SR,
precise definition of the time of the consignments delivery.
The introduction of the innovation of trains-forming in the form of night jump is considering the
organizational structure of the ZSSK necessary to coordinate between the ZSSK Cargo Slovakia, a. s.
and between the manager of railway infrastructure SR.
An comparison of times of the delivery wagons consignments on selected sessions currently and an
assumption after the introduction of a new system of the organization of trains-forming is presented
in the following table.
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Tab. 11 Average times of delivery of wagons consignment on the network of SR
7.
Delivery time
Delivery time by
after the
Actual delivery
RTR / F ZSSK
introduction of a
times
CARGO
new organization
of trains-forming
66 h
78 h
24 h
Relation
Distance
Bratislava - Koice
440 km
aa - Strske
590 km
78 h
72 h
27 h
ierna nad Tisou - ilina
337 km
42 h
48 h
22 h
Proposed development of intermodal transport in the Slovak

Republic in relation to neighboring countries and prepared
terminals
On the basis of defined lacks in the connecting of Slovakia territory by lines of intermodal transport
we suggest considering the creation of new lines with priority in axis north - south through the
territory of Central Europe.
We suggest to comprehensively complete a network of intermodal transport lines, so that the
territory of Slovakia was connected to all directions and also it was able to link Central Europe in
direction of north - south. We propose to develop these links:
1. Swinoujscie/Gdynia ilina,
2. ilina Wien Wels / Novara
3. ilina Lovosice.
Line of intermodal transport Swinoujscie/Gdynia ilina
It is directed in line of corridor: Gdynia Katowice Ostrava ilina Bratislava/Wien Klagenfurt
Venice/ Trieste /Bologna/Ravenna; Graz Maribor Ljubljana Koper/Trieste. According to the new
approved REGULATION (EU) No 913/2010 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL
of 22 September 2010 concerning a European rail network for competitive freight EU member
states are obliged to take into account a new legislation, which establishes international railway
corridors of freight transport and a strong preference of freight transport on those corridors and the
above mentioned corridor must be established to 10 November 2015. It also creates a time for
creation of action plan for development of railway and intermodal transport in this route.
There have already been registered almost 192 000 vehicles to the electronic toll system in the
Slovak Republic. Up to 66% of the total number of registered vehicles are from abroad. There are
registered to the electronic toll system in addition to Slovak vehicles most vehicles from Poland (35
233), Czech Republic (28 320) and Hungary (20 737). There are up to 140 709 vehicles of the total
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number of registered vehicles in the category of 12 tonnes or more. On average 26 581 vehicles over
3,5 tonnes daily uses defined road sections.
There were selected 0,39 mil. EUR within the transit ticketing for the state last month. Most used
transit routes are the section of the highway D2 from Brodsk to unovo and the section Svrinovec unovo (which is in route of the proposed line of intermodal transport). Almost 100% of tickets on
these routes have been purchased for vehicles from abroad. Sources of information of electronic toll
collection should be an important base for the detection of transport flows. Most of transports pass
in the direction north-south and vice versa particularly in terms of vehicles from Poland.
Line of intermodal transport ilina Wien Wels / Novara
In terms of North-South link in Central Europe we suggest a line ilina - Wels and ilina - Novara. In
the case of lower line utilization it can be possible to keep these two lines in the section ilina - Wien
together, where the train would be divided in the direction of Wels and Novara. At the same time it
can be considered with a stay of this train in the railway station Lepoldov where the load from
terminal Leopoldov would be added. Trains departure of this line would be preferred to trace from
ilina as a connection to the line Swinoujscie / Gdynia - ilina, so that consignments from the north
could continue to Wels, respectively to Novara.
Line of intermodal transport ilina - Lovosice
In terms of the transport market in Slovakia in the transport of chemical products and other products
it is important to connect Slovak Republic to lines of intermodal transport. These links go to
Germany. It is s crucial export and import partner of the Slovak Republic. Therefore, we propose to
link the intermodal terminal with functional terminal Lovosice in the Czech Republic. This line would
cover the western and northern part of Germany (through Hamburg and Duisburg). Next we propose
to secure a cover of the southern part of Germany with the line ilina - Wien - Wels with the
connection to lines that continue from Wels.
There are listed operational and technical parameters of the proposed intermodal transport lines in
the Table 13. There are alternately considered as transport units large containers and articulated
vehicles, whereas there is considered the weight of goods in a large container 16,5 tonnes and 25
tonnes in a articulated vehicle. Number of wagons in the train is under consideration for container
wagons of Sggrmss series (6-axles wagons with the tare weight of 29,8 tonnes) and Basket Wagons of
Sdgnss series for the transportation of road semi-trailers with a tare weight of 26,5 tonnes.
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Tab. 12 Overview of operational and technical parameters of proposed lines of intermodal

transport
Gdynia
Zwardo
ilina
winoujcie
Bohumn
ilina
ilina
Leopoldov
Wien Wels
ilina
Leopoldov
Wien
Novara
Normative of the trains

weight [t]
1500
1500
1400 / 1600*
1100 / 1600*
1500
Normative of the trains

length [m]
600
600
600 / 650*
550 / 650*
600
Distance [km]
709
822
503
1246
519
Travel time of the line [h]
22
30
10 / 13*
22 / 27*
10
Route of the line
ilina
Lovosice
Capacity of
TEU in the
wagon
Sggrmss
Sdgnss(semitrailers)
Number of
wagons in
the train
[wg]
Sggrmss
12
12
11 / 13*
9 / 13*
12
22
22
21 / 24*
16 / 24*
22
Number of
ITUs in the
train
[TEU/train]
Sggrmss
48
48
44 / 52*
36 / 52*
48
22
22
21 / 24*
16 / 24*
22
Transport
capacity of
the
train(net
weight of
goods) [t]
Sggrmss
970
970
890 / 1055*
730 / 1055*
970
550
550
525 / 600*
400 / 600*
550
* Normatives apply to the section ilina - Leopoldov, respectively Wien, in the travel time the time
for stay for processing of the train in Wien, respectively in Liverpool is counted
75
FEASIBILITY STUDY
Fig. 48 Planned network of intermodal transport links
76
FEASIBILITY STUDY
8.
Comparison of the cost ratio of railway, road and intermodal

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

railway transport
8.1.1. Domestic and international transport according to the TR1

For transportation to customers who require larger volumes of chemicals in IBC containers, whereas
the delivery time is not the decisive factor, it is efficient the transportation of high-capacity wagons
by railway transport compared with the transportation by road semi-trailers. This solution brings a
saving of transport costs (transport expenses).
There is suitable for the transportation of IBC containers in terms of road transport an open body
system (a platform body of the semi-trailer) with sideboards, with pallet guards, or a closed body
system (a box-type body), because the load is blocked to the side. We do not reach the target vehicle
utilization 25 tonnes for vehicles with box bodies, because the tare weight of this vehicle is higher
than the tare weight of the vehicle with a platform body.
Fig. 49 Loading of IBC containers to the railway wagon Habbillns

The purpose of the solution is to reduce the number of road vehicles needed for the transportation
of IBC containers to customers and thus to achieve a reduction of transportation costs associated
with the transportation by articulated vehicles. The customer defines, when it is useful to take goods
by road transport and when by railway transport. We must come out from the assumption that the
delivery time will be longer for railway transport than for road transport.
When transporting chemicals in IBC containers weighing 1135 kg 21 pieces can be loaded into the
semi-trailer and 52 pieces into the wagon Habbillns. Main technical parameters of compared
transport units are listed below.
77
FEASIBILITY STUDY
Tab. 13 Main technical parameters of compared transport units

Parameter
Loading length
Loading width
Loading height
Semi-trailer 13,6 m
13620 mm
2480 mm
2700 mm
Loading weight
24000 kg
Number of loaded IBC

The total weight of
cargo
21
23835 kg
Habbillns
21200 mm
2840 mm
2800 mm (under the
roof beam)
61200 kg
(D category)
52
59020 kg
More than twice of IBC containers can be loaded into railway wagon compared to semi-trailer
assuming that the transportation to the customer will be transported down the railway tracks of
category D, where the highest load of the wagon is allowed.
Fig. 50 Transportation of 22 IBC containers in semi-trailer - (24 t)

The load in figure above is evenly distributed with no overloading of fifth wheel or tri-axle. Cargo
center of gravity is 7,07 meters from the headboard which is about the center of a semi-trailer.
78
FEASIBILITY STUDY
Fig. 51 Transportation of 52 IBC containers in wagon Habbillns (59 t)

Railway wagon is a wagon with three sliding walls, which serve to distribute the pressure between
the cargo and for blocking of upper layer in longitudinal direction. In such a wagon it is necessary to
check whether the load distribution along the length of the wagon is correct. The most critical is
loading in the centre of the wagon where the load shall not exceed 22 tonnes per 4 m length. This is
not the case for our load with weight of 18,16 tonnes per 4 m length in the wagon centre.
For comparison we take into account current transport costs for the articulated vehicle in the Slovak
Republic for a 24-tonne load 0,9 1,5 EUR / km. Similarly according to the tariff TR1 of ZSSK Cargo
(freight forwarders usually negotiate better rates) we apply for the railway wagon a transport rate,
where we consider the use of carriers wagons.
When calculating the transport fee also the fee (charge) for using of the wagon Habbillns is applied,
which is according to TR1 (2010) - 25,75 on the transportation (25,75 / 59,02 t = 0,436 EUR/t).
A comparison of the price for the transportation by roads and by railways in EUR per t/km is listed in
following figures.
79
FEASIBILITY STUDY
Obr. 52 Very high rail transport cost for short distances

Whether from the perspective of national or international railway transport this type of transport
will be advantageous only for the transportation over a certain distance. Therefore, according to the
tariff TR1 it is interesting the transport with the transportation distance over 600 km.
The rate for road transport is lower by increasing the distance for which the railway transport starts
to be preferable. In the case of the unit price with the use of the articulated vehicle 1,2 EUR / km the
transport distance for railway transport is about 800 km (in the case of a 20% discount - 650 km).
Qualitative indicators
-
reduced transport costs over specific transport distance,
longer delivery time,
return transportations of empty containers are relized exclusively by road transport (52
empty IBC containers stacking two layers in semi-trailer),
customer must order larger quantity of chemicals.
80
FEASIBILITY STUDY
8.1.2. Special transit prices D Cargo ZSSK Cargo for consignments of Ukraine Germany and vice versa
In the case of transportation of chemical substances (except of non-listed10) in IBC containers from
Ukraine to Germany under the same conditions as in the previous case we compare the cost ratio of
road and railway transport.
Tab. 14 Transport charges for individual transit routes from ierna nad Tisou11
Transit session
Distance
(km)
Price per tonne of transported goods (/t)

Goods in a single wagons
consignment
Goods in wagons in integrated

trains
2-axles wagon
4- axles wagon
2- axles wagon
4- axles wagon
(weight of
goods min 10 t
/ 20 t)
(weight of
goods min 25 t
/ 40 t)
(weight of
goods min 10 t
/ 20 t)
(weight of
goods min 25 t
/ 40 t)
ierna nad Tisou

Dn
state
border(s.b.)
ierna nad Tisou
esk Kubice s.b.
913
29,40 / 21,00
29,40 / 21,00
28,40 / 20,00
28,40 / 20,00
960
29,40 / 23,00
29,40 / 23,00
28,40 / 22,00
28,40 / 22,00
ierna nad Tisou

Cheb s.b.
1022
29,40 / 23,00
29,40 / 23,00
28,40 / 22,00
28,40 / 22,00
On the route ierna nad Tisou Dn state border we apply for our case12 the rate of 21 EUR/tonne,
that is 0,023 EUR/tkm. In the case of road transport and of the price 1,2 EUR/km and in the case of
payload 24 tonnes the rate is 0,05 EUR/tkm and therefore we can say that the railway transport in
this case is preferable. For other rates per km of road transport the conversion to the tkm is as
follows.
10
Products: of all kinds, excluding military transportations, containers, cars, coal and iron ore, PLM and special
transportations without previous debate, goods of RID Class 1 and 7 and the same time NHM 2801, 2806, 2807, 2808, 2809,
2814, 291521. Trains (groups of wagons and individual consignments) will go through the route ierna nad Tisou s.b. <->
Lky pod Makytou s.b. / Horn Lide s.b. <-> Dn s.b., Lovosice (in the case of goods are transhipped from road transport
from/to DB), esk Kubice s.b., Cheb s.b. and back. Normative for the integrated train Gross: 2200 tonnes and 600 m.
11
CargoBusiness 2/2010 - www.zscargo.sk
12
Habbillns 4 axles load 59 tonnes
81
FEASIBILITY STUDY
Tab. 15 Comparison of prices per tkm for cargo in transit ierna nad Tisou Den s.b.
Transport
Railway
21,0
1,0
1,2
1,3
1,4
Road
Price
EUR/t
EUR/km
EUR/km
EUR/km
EUR/km
Price for tkm

0,023
0,042
0,050
0,054
0,058
Tab. 16 Increase of the load of road transport by toll in the Czech Republic on transit
route from Ukraine to Germany across Slovakia and the Czech republic
Route
Vehicle
ierna nad Tisou

Slovensk Nov
Mesto- TV KE PO
RK ZA - Drietoma s.b.
(charged by toll
362,033 km)
Articulated vehicle
40 tonnes
5-axles
EURO 3
Star Hrozenkov s.b.

Brno Praha Teplice
s.b.
Articulated vehicle
40 tonnes
5-axles
EURO 3
Toll to 31.12.2010
Toll to 1.1.2011
62,44 EUR
62,44 EUR
64 EUR
62,5 EUR
78,125 EUR
Sum
50 EUR
14
112,44 EUR
124,94 EUR
Toll to 1.1.2012
13
15
143,125 EUR
8.2. Summary in relation to the transport of dangerous goods

Transport of dangerous goods (dangerous chemicals) is compared to the transport of general cargo
affected by other factors:
-
Railway transport
o
increased charge for railway infrastructure,
increased tariff for selected commodities of dangerous goods,
Road transport,
o
Increased costs for insurance,
increased costs for personnel (training),
13
Estimate after the completion of new highway sections on the route.

Calculated according to www.emytocz.cz 1206,94 K (Czech crowns)
15
Increase of the toll is based on the declared intentions of the Government of the Czech republic, which may
change from December 2010.
14
82
FEASIBILITY STUDY
9.
increased costs for vehicles ,
driving bans and possible bypasses.
Feasibility of selected projects and measures
We divided proposed solutions for improving / challenges as follows:

-
Intermodal transport system,

o
palcement of terminals in accordance with corridors,
development of new intermodal lines,
cleaning stations ,
Railway transport operations,

o
transportation of wagons consignments / trains-forming.
Tab. 17 Feasibility of selected projects and measures

Solution
Placement of terminals
New intermodal
connections
Cleaning stations16
16
Feasibility
Current processed project
documentation. Infrastructure
owned by state according to
legislation of EU
It depends on the completion of
new terminals and on cooperation
between operators in establishing
of continental intermodal lines
with the connection of Slovakia to
the European network. The
development in charging of road
infrastructure and traffic
restrictions, including emissions
from logistics will affect the
development of intermodal
connections.
New modern advanced cleaning
station - only technical issues requirements for operation are
clearly defined in existing
legislation.
Proposal of activities
Investments from EU funds
Private sources, Marco Polo

Program, a subsidy for the
operation of combined transport
(full entry support).
Financial support for the
purchase of intermodal transport
units (semi-trailers, swap bodies)
from the national level or EU
level.
Construction from private

sources
Within this part the feasibility study was processed: NETWORK OF CLEANING STATIONS FOR TANK
CONTAINERS, TANK WAGONS AND TANK VEHICLES IN SLOVAKIA, rail and road tankers in SR
83
FEASIBILITY STUDY
Solution
Feasibility
Proposal of activities
- availability of grounds in defined

locations for cleaning stations
Trains-forming
It is necessary to solve
technological questions issues.
Investments into cost-benefit

analysis.
Delivery time and price of the

transportation limits the proposal.
Improvement of railway
infrastructure
There are real assumptions for

significant improvement of railway
infrastructure in Slovakia (more
details in Table 17).
Investments from EU funds (more

details in Table 18)

Solutions
Interested parties
Financial Plan
Timeline
Placement of terminals
MDVaRRMinisterstvo
dopravy, vstavby
a regionlneho
rozvoja (Ministry
of Transport,
Construction and
Regional
Development of
the Slovak
Republic)
171 mil. , 85 % EU
Cohesion Fund, 15 %
State Budget (more
details in Table. 18)
2014-2016
New intermodal
connections
intermodal
operators, road
carriers (hauliers),
railway transport
infrastructure
managers
not available
2012-2014
It depends on the
location, size and type
2012-2016
Cleaning stations17
17
operators and
customers,
Within this part the feasibility study was processed: NETWORK OF CLEANING STATIONS FOR TANK
CONTAINERS, TANK WAGONS AND TANK VEHICLES IN SLOVAKIA, rail and road tankers in SR
84
FEASIBILITY STUDY
Solutions
Interested parties
Financial Plan
Timeline
association of
cleaning stations,
terminal operator,
chemical company
of provided services
Trains-forming
ZSSK CARGO, a.s.
costs for treatment of 2012-2014

the technology
Improvement of railway
infrastructure
MDVaRR, SR a.s.
EU funds: 920 mil. EUR
2012-2014
Development of the railway transport infrastructure in Slovakia is feasible primarily by modernizing

of international corridors defined by Pan-European Conference of Ministers of Transport TEN-T.
Tab. 18 Indicators of Priority axis: Development of railway infrastructure in Slovakia

Code
Description and unit of

indicator
Initial value
Target
value*
Source
km of reconstructed
railroads
Length of modernised
railway tracks in km
92
257
MTPT SR
- of which TEN-T
Length of new railway

tracks of the TEN-T
network in km
71
236
MTPT SR
Time saving in
passenger/freight
transport (min.)
35/295
MTPT SR
Number of railway
infrastructure projects
18
MTPT SR
28,7
30
MTPT SR
Name of indicator
INDICATORS OF OUTPUT
Core 19
INDICATORS OF RESULT
Time saving
Core 21
(railway transport)
INDICATORS OF CONTEXT
Core 13
Number of projects
Expresses the share of

Share of railway transport on railway transport on
freight transport
total freight transport
performances of the
performances
Slovak Republic (%)
85
FEASIBILITY STUDY
Code
Name of indicator
Description and unit of

indicator
Initial value
Target
value*
Source
5,6
5,9
MTPT SR
Expresses the share of

railway transport on
Share of railway transport on
total passenger
passenger transport
transport
performances
performances of SR
(%)
NOTE: * - It is an estimated value of indicator. The real target value will be known upon the completion of the
implementation of OPT
Tab. 19 Financial plan of OPT focused on railway infrastructure and infrastructure of

intermodal transport (in EUR in current prices)
Priority axes
Community
funding
National
counterparts
Indicative breakdown
of the national
counterpart
National
public
funding
National
private
funding
Total
funding
Cofinancing
rate
For
information
EIB Other
b=c+d
e=a+b
f=a/e
Priority axis 1
Railway
Infrastructure
782 746 878
138 131 802
138 131 802
920 878
680
0,85
Priority axis 3
Intermodal
transport
infrastructure
102 620 947
18 109 579
18 109 579
120 730
526
0,85
COHESION FUND
Source: OPT 2007-2013
ChemLog PROJECT and FEASIBILITY STUDY present specific proposals for the development of railway
and intermodal transport in terms of Slovakia in relation to neighboring countries. The action plan
should follow up on these studies within a continuation of this project.
86
FEASIBILITY STUDY
Literature
AJDA, M.: Bezpene s nebezpenmi vecami 2009. CMS TREND, Bratislava, 2009. ISBN 978-80-969095-3-7
amaj, J.; Gapark, J.: Evaluation of railway stations as part of basic implementation time discrete train
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Workers, ilina June 22
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cestnej sieti
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production of oil and petroleum products
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AMENDMENTS OF ADR 2009 ON CARRIER POSITION, number I, 2009, Bratislava
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http://www.urzd.sk/legislativa/VynosURZD-2010-02.pdf
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Ministerstva
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30/2001
Sb.
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Ministerstva
vntra
SR
.
9/2009
Z.
z.
Available
online
on:
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Zkon . 361 / 2000 Sb. o provozu na pozemnch komunikacch. Available online on:
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<http://www.zbierka.sk/zz/predpisy/default.aspx?PredpisID=208782&FileName=zz2009-000080208782&Rocnik=2009>.
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88
FEASIBILITY STUDY
List of abreviations
ADR
European Agreement Concerning the International Carriage of Dangerous Goods by Road
AT
Austria
CACS
esk asocicia istiacich stanc (Czech Association of Cleaning Stations)
CSC
International Convention for Safe Containers
CR
Czech Republic
ECD
European Cleaning Document
EN
European Technical Standard
EP
European Parliament
ESTY
Eastern Slovak Transshipment Yards
EU
European Union
FTE
Forum Train Europe
hrtkm
Gross tonnes kilometers
HU
Hungary
IBC
Intermediate bulk container
ICA
Intercontainer Austria
IMDG
International Maritime Dangerous Goods Code
IT
Intermodal transport
ISO
International Standardisation Organisation
IT
Intermodal terminal
MDVaRR
UTI
Ministerstvo dopravy, vstavby a regionlneho rozvoja SR (Ministry of Transport, Construction and

Regional Development of the Slovak Republic)
Unit du transport intermodale Intermodal transport unit - used on raiways
ILU
Intermodal loading unit
MEGC
Multiple-element gas container
OPT
Operational Programme Transport
OSD
Organizcia pre spoluprcu eleznc (Organization for Railways Cooperation)
PL
Poland
RID
Regulations Concerning the International Carriage of Dangerous Goods by Rail
RNE
Rail Net Europe
ROLA
Transportation of road trains by railways
s.b.
State border
STN
Slovensk technick norma (Slovak technical standard)
TR1
Tariff for transportation of wagon loads (consignments) ZSSK Cargo a.s.
UA
Ukraine
UN
United Nations
URD
rad pre regulciu elezninej dopravy (Railway Regulatory Authority)
vlkm
Train-kilometer
RTR/F
Railway transportation regulations for freight transport ZSSK Cargo a.s.
SR
eleznice Slovenskej republiky (Railways of the Slovak Republic)
89
FEASIBILITY STUDY
Annex of the study on CD

Prloha 1
Multimodal transport corridors
Prloha 2
East-Slovakian hubs
Prloha 3
Megaboxes
Prloha 4
Codes of tanks and tank containers for dangerous cargo
90

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ChemLog Chemical Logistics Cooperation in Central and Eastern Europe

Chemical Logistics Cooperation in Central and Eastern Europe

DEVELOPMENT OF RAILWAY TRANSPORT OF

Date: October 2010

ChemLog Chemical Logistics Cooperation in Central and Eastern Europe

Chemical logistics corporation

In Central and Eastern Europe

Chemical logistics corporation

In Central and Eastern Europe

International trade ................................................................................................................ 8

Bans for transport of dangerous goods in Slovakia and possibilities of

Classification of tunnels in Slovakia..................................................................................... 20

Intermodal transport equipments for chemical industry ..................22

Performances in intermodal transport in Slovakia ............................................................. 28

Possibilities of using the Eastern Slovak Transshipment Yards for the

Possibilities of using chemical fluids transfer in ierna nad Tisou ...................................... 51

Chemical logistics corporation

In Central and Eastern Europe

Support of the development of chemical transportations in the

Issue of the access to railway infrastructure....................................................................... 59

Proposed development of intermodal transport in the Slovak

Chemical logistics corporation

In Central and Eastern Europe

mountainous terrain in Slovakia high infrastructure costs bridges, tunnels

Chemical industry in Slovakia and international trade

Chemical logistics corporation

In Central and Eastern Europe

Chemical logistics corporation

In Central and Eastern Europe

Member firms ZCHFP SR

Chemical logistics corporation

In Central and Eastern Europe

ESSENTIAL OILS AND RESINOIDS; PERFUMERY, COSMETIC OR TOILET PREPARATIONS

ALBUMINOIDAL SUBSTANCES; MODIFIED STARCHES; GLUES; ENZYMES

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

PHOTOGRAPHIC OR CINEMATOGRAPHIC GOODS

MISCELLANEOUS CHEMICAL PRODUCTS

PLASTICS AND ARTICLES THEREOF

RUBBER AND ARTICLES THEREOF

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

MAN-MADE STAPLE FIBRES

Chemical logistics corporation

In Central and Eastern Europe

Fig. 2: Chemicals export

Fig. 3: Chemicals import

Share of chemicals export from GDP

2000 2001 2002 2003 2004 2005 2006 2007 2008

Manufacture of chemicals and chemical

Manufacture of plastic and rubber

Chemical logistics corporation

In Central and Eastern Europe

Share of chemicals export in the total Slovakia exports

Manufacture of chemicals and chemical

Manufacture of plastic and rubber

Tab. 3 Import of chemicals in Mio EUR - SLOVAKIA

Manufacture of pesticides and other agro-chemical

Manufacture of paints, varnishes and similar

Manufacture of pharmaceuticals, medicinal

Manufacture of rubber products

Manufacture of plastic products

897,6 1094,1 1335,0 1403,0

Manufacture of refined petroleum products

Manufacture of soap and detergents, cleaning and