the area of Croatia and Hungaria (the share Gyekenyes - Szekesfehrvar) railway is electrified at 25 kv 50 Hz.

Transcription

1 Abstract Within the ifreight project ( it is necessary to prepare a feasibility study for the intermodal line from Rijeka (Croatia) - Dunajska Streda (Slovakia). In accordance with the work pacakge feasibility study was made that will show how to implement and run a new line. Port of Rijeka is the largest seaport in Croatia, unfortunately with a trend of goods reduction. The Port of Rijeka is located in the northern Adriatic deep into the ground surface and has great unused potential as a port for the medium (Hungary, Czech Republic, Slovakia and southern Poland) and Eastern (Bosnia and Herzegovina, Serbia, Romania) Europe. The current problem is the lack of regular intermodal lines towards these countries, exception is the line Rijeka - Belgrade, actually in today's supply chain management organizationally port of Rijeka is totally inadequate. Therefore, it is necessary to explore the potential - the transport demand, followed by technical means on terminal in Rijeka and Dunajska Streda, work technology on terminals, railway transport possibilities on this line and to determine transportation costs. The aim of this research is using scientific - research methods with real data from the field to create a feasibility study for the intermodal line Rijeka Dunajska Streda. The following actors can be detected in the feasibility study: - - Railway sector, - - Terminal operators and - - Users. The Railway sector is represented by the Agency for Integrated Transport Ltd. - AGIT (Croatia) and METRANS (Slovačaka) who are the organizers of intermodal line. Then terminal sector in the port is represented by the Adriatic Gate Inc. AGCT (Croatia) and Dunaskoj Strèda represents METRANS (Slovakia). The users can be divided into end users - the owners of the goods, and users of transport services such as shippers, freight forwarders and logistics. Also, it is extremely important to emphasize the role of Croatian County Chamber of Rijeka, which has across the Med project of the European Union recognized the

2 possibility of introducing intermodal lines and brought together key stakeholders that are needed in order to establish a line, and later to maintain it. Port of Rijeka appears as the shortest transportation route between most of the European Union and the countries of the Middle and Far East, as the world's biggest market today and in the future, where the 2/3 world's consumers live. Geographical position, of the port of Rijeka can be defined as a system consisting of two "faces" - Hinterland and Foreland. Affirmation of the Port of Rijeka as a major transit port towards closest neighbors Serbia, Hungary, Slovakia, Czech Republic, Austria, and elsewhere on the transport route to the Mediterranean, Black Sea, Middle and Far East, Africa represents the development of the Croatia and tangent countries through rational and systematic use of modern transport system that is on its road network by land, river and sea transport. As one of the most important and largest intermodal terminals in Slovakia is METRANS terminal Dunajska Streda. Of approximately seven operators in Slovakia, METRANS is the largest with a market share of 33%. The terminal is strategically located at the junction between Vienna, Bratislava and Budapest, and allows operation up to 9 trains simultaneously. Due to its favorable geographical position is one of the most advanced intermodal terminals in the region. Initial / destination point of intermodal train in Croatia is Brajdica terminal or railway station Rijeka Brajdica (755,629) and Terminal Dunajska Streda or railway station Dunajska Streda (147,363). Railway transport route has a total length of 634 km to 331 km (52%) through the Republic of Croatia, 246 km (57%) through the Republic of Hungary and 57 km (9%) through the Slovak Republic. At its transport route there is a total of three infrastructure manager as follows: (1) HŽ Railways Infrastructure Ltd., (2) MAV Zrt and (3) ŽSR. On its route, there are two inside European borders, as follows: - Koprivnica RH / Gyekenyes HU and - Komárom HU / Komárno - SK Because of today's transport organization the two border crossings require a mandatory change of traction vehicles. Railway transport route in the entire length is the track normal width (1435 mm), with a share from Szekesfehrvar to Dunajska Streda with diesel traction. In

3 the area of Croatia and Hungaria (the share Gyekenyes - Szekesfehrvar) railway is electrified at 25 kv 50 Hz. Picture 1. Transport rute Rijeka-Dunajska Streda Source: maps.google.com + authors At intermodal line Rijeka - Dunajska Streda there are three infrastructure managers, then four different companies for traction, while the band wagon is always the same. Time travel (transit time) from Rijeka to Dunajska Streda and vice versa is 24 hours. In the study are elaborated three variants within the countries, train time passing, time stops for border / changes of towing vehicle and commercial speed and shown in Table 1. Technological limitations of the train on the intermodal line are the gross weight of the train 1300 t and maximum train length 500 meters. The composition of the train will be composed of wagons owned by METRANS, from a series of wagons Sggrs and Sggnss. It may be observed that composition of the train can influence significantly the number of containers that can be transported, from the smallest 36 to the largest 52. Table 1. Analysis of distance, time and commercial speed

4 Variant HR HU SK Total Distance [km] Transit time [h] 0 12,5 9,4 2,1 24,0 Train layover time[h] 0 1,5 1,5 0,5 3,5 Commercial speed[km/h] 0 26,48 26,17 27,14 26,42 Transit time[h] 1 11,25 8,46 1,89 21,6 Train layover time[h] 1 1,35 1,35 0,45 3,2 Commercial speed[km/h] 1 23,83 23,55 24,43 29,35 Transit time[h] 2 9 6,768 1,512 17,3 Train layover time[h] 2 1,08 1,08 0,36 2,5 Commercial speed[km/h] 2 19,07 18,84 19,54 36,69 Source: authors In the cost of the Rijeka port or terminal AGTC belongs cost manipulations on the terminal (eng. Terminal Handling Charges - THC) per container is 130 euros. It is also necessary to calculate agency fees that are equal to 30 euros per container. As the terminal Dunajska Streda is privately owned terminal handling costs are included in the carriage. In the cost of the intermodal line are: tax for rail infrastructure, then the costs of the wagons and the costs of involved workforce. In the case of electricity for railway vehicles it is an integral part of the fees for the rail infrastructure, while in the diesel towing vehicles must be added the cost of energy. It should be emphasized that the tax for the highest railway infrastructure has Croatia 3.29 / km that includes a 50% discount (discount approved by the Ministry of Maritime Affairs, Transport and Infrastructure), followed by Slovakia which amounted to 2.72 / km and in Hungary, which is 1.59 / km. The cost of the car and railway vehicles enters amortization, different levels of maintenance and insurance. In the calculation of the carriage, these costs are included in the price. The introduction of the new intermodal line Rijeka - Dunajska Streda is justified if the actors involved in starting the line achieve adequate business results with regard to their investments. Certainly the existence of sufficient quantities of goods (containers) is a crucial factor in the economic and financial feasibility of introducing new intermodal lines.

5 Economic elements that contribute to the introduction of new intermodal lines are increasing operations of all stakeholders involved in the project, namely the terminal AGTC, AGIT Ltd. HŽ Cargo Ltd. in Croatia. This line has not existed before, there were no lines directly, and new market of Central Europe - Slovakia, the Czech Republic and Poland is opening as well as the port of Rijeka is becoming competitive with its rivals first port of Koper and Trieste harbour. In the first phase of introducing the new intermodal line, because of the necessary additional marketing activities, one of the measures to increase the competitiveness of the new intermodal line is definitely a promotional price for at least the first three months of the introduction of the line. Since the introduction of the new intermodal line necessarily is accompanied with various difficulties and risks, it is necessary to conduct the following activities in order to reduce or completely eliminate the difficulties and risks: 1. clearly define the role of stakeholders on the new intermodal line, 2. actively involve local governments and state institutions through regular meetings (at least monthly) and weekly communication via or direct contact, 3. regular joint meetings of stakeholders on a weekly basis, 4. regular promotional activities with potential users of transportation, 5. participation at trade fairs in the field of gravitational zone terminal Dunajska Streda (Slovakia, Czech Republic and Poland), 1. regular weekly internal (shippers, carriers and logistics) and external (other stakeholders) reporting, and 6. body structure for monitoring at two levels: a. Council which would consist of prominent members of the stakeholders and the main function would be drawing up proposals on the strategic level, and b. The working group would consist of internal stakeholders that shall on a daily basis be solving operational problems.

6 Project intermodal line from Rijeka - Dunajska Streda is planned for the last quarter of 2014 and is characterized as one of the key tasks of companies AGIT Ltd. and METRANS. In the implementation METRANS will take a commercial risk for the job, which means that it takes on itself the entire cost of line implementation and business risk. Therefore, the final decision about running the new line is on the METRANS. Several important factors influence their decision to launch a new intermodal line: 1. METRANS is primarily looking for alternatives to port of Koper that will with the introduction of new shipping lines from the Far East, extend the delivery of containers for 1-2 days. 2. Commercial terms are similar, except that the part of the transport route from Gyekenyes to Dunajska Streda, as a rule, METRANS plans their own train traction. Croatian part of the haul distance is 52%, and costs around 70%. Despite the advantages of Koper experience and favorable price, the decisive criteria for the starting of the line will be operational capabilities on the Croatian side, or links in the logistics chain consisting of AGCT, the HZ Cargo Ltd., Hž Infrastructure Ltd. and AGIT Ltd. 3. Expressed concern of METRANS in this project is the transit time between Rijeka - Koprivnica limit for which is provided at least 18 hours in the current conditions. For comparison train from Koper - Dunajska Streda operates between 17 to 18 hours. The reason for this is technology that requires splitting of one train in two parts and merge in Karlovac or Lokve on the Croatian territory. 4. AGIT Ltd. has the task to coordinate the participants in intermodal logistic chain. The experience which Agit Ltd. has in organisation of container trains guarantees good and quality service that will compensate all disadvantages that will surely occur in the beginning of this work. Based on the made analysis and taking into account all the comparative advantages of the Port of Rijeka and participants of intermodal logistic chains AGCT - HŽ Cargo HŽ Infrastructure - AGIT - METRANS the intermodal route Rijeka - Dunajska Streda confirmes the justification for new line implementation that will be also long term sustainable.