A MODAL SHIFT, BUT HOW?

In this paper, we investigate the conditions that must be met for modal shift (i.e., the transfer of freight transport from road to rail). In addition to describing the competitiveness conditions, the paper makes technical and organizational proposals for rail freight traffic management. One of the most important conditions is that rail-road intermodal freight transport must be competitive in time and price with unimodal road freight transport. The freight transport model presented in this article provides a solution to this problem and an approach to estimating the additional intermodal freight traffic. Another important criterion is the relatively dense network of road-rail links, known as intermodal transshipment points (ITPs) along main railway lines. The proposed model can be compared to the freight transport model described in the term Physical Internet, with the addition that the objective is to minimize road haulage when locating ITPs (or hubs). ITPs are rail-road terminals or, more precisely, transshipment points, which differ substantially from the commonly used continental terminals. The third condition to be met is a horizontal container handling procedure that can be applied efficiently (i.e., at low cost) under the railway catenary and is capable of handling intermodal units used in continental traffic and maritime freight. Finally, an example for the Visegrád countries is presented. The essence of the example is the potential additional freight traffic or modal shift that could be included in the proposed ITP network. We believe that a modal shift could occur for up to 50% of the indicated heavy goods vehicle (HGV) traffic if the offer is competitive.