UTK states that this expanded scope allows for an intermodal assessment of freight transport in Poland rather than a rail-only diagnosis.
Rail’s role in national transport policy seen as insufficient
One of the strongest signals from the consultation concerns the strategic positioning of rail freight. According to the general survey, 68.1% of respondents believe that rail freight plays an insufficient role in Poland’s national transport strategy. This view is shared across operator types and is reflected in concerns about inconsistent policy support and limited long-term predictability for investment decisions.
Respondents link this weak strategic positioning directly to underfinancing of rail freight development, both in infrastructure and rolling stock, and to regulatory conditions that favour road transport through lower access costs and higher operational flexibility.
Infrastructure and terminals remain the primary bottlenecks
Infrastructure-related constraints dominate the list of internal barriers to rail freight growth. The most frequently cited issue is limited access to transhipment infrastructure, with 46.2% of respondents pointing to insufficient availability of terminals, loading ramps and yards. Network capacity follows closely, cited by 45.1% of respondents as a major constraint.
Terminal concentration in a limited number of locations creates what respondents describe as «white spots» on the logistics map, particularly in regions with growing warehouse and industrial activity but no rail access. Where terminals exist, their limited track length, lack of sidings and insufficient yard capacity lead to operational congestion and longer dwell times.
Capacity constraints amplified by modernisation works
Network capacity problems are closely linked to the scale and organisation of infrastructure modernisation. While PKP PLK assesses capacity shortages as local and temporary, resulting from ongoing upgrade projects, 31.9% of respondents identify uncoordinated track closures and the lack of alternative routes as a key internal factor pushing freight onto roads.
Operators report that prolonged closures, frequent timetable changes and the removal of passing loops and sidings during modernisation reduce operational flexibility. In practice, this limits the ability to run long and heavy freight trains reliably, particularly on mixed-traffic corridors with dense passenger services.
Road transport’s advantage: flexibility and speed
From the perspective of market competition, rail’s structural disadvantages remain clear. A total of 62.7% of respondents indicate that road transport outperforms rail in flexibility and speed, a view echoed by organisations representing road hauliers in the dedicated survey.
Road transport’s strength lies primarily in last-mile operations, rapid response to demand changes and resilience during infrastructure disruptions. Respondents note that rail struggles to compete where reliability and punctuality are undermined by network constraints, even on distances where rail should theoretically have a cost advantage.
Clear market segments where rail remains competitive
Despite these challenges, the consultation identifies several cargo segments where rail retains a structural advantage. Respondents consistently point to:
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hazardous goods, particularly chemicals, where safety and regulatory requirements favour rail;
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bulk commodities that benefit from economies of scale;
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intermodal transport, especially on regular port—hinterland flows;
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military, humanitarian and crisis-related logistics, where rail’s capacity and resilience are critical.
Road transport organisations acknowledge that rail performs well on regular, high-volume flows between ports and inland logistics centres. PKP PLK goes further, suggesting that system-level solutions, including regulatory obligations to move selected cargo groups by rail, could strengthen rail’s market position in these segments.
Intermodal transport seen as the main growth area
While expectations for the overall rail freight market remain cautious, intermodal transport stands out as the segment with the strongest growth outlook. According to the survey, 51.7% of respondents expect an increase in intermodal volumes by 2030, compared with just 27.5% who expect growth in rail freight overall.
Key enablers identified for intermodal growth include a denser network of terminals, lower track access charges for intermodal trains, improved punctuality, and investment in infrastructure capable of handling non-container units such as trailers and swap bodies. Respondents also stress the importance of terminal access charges and operating hours, which often limit the commercial viability of rail-based intermodal services.
Cooperation between rail and road preferred over direct competition
A strong majority of respondents, 74.7%, argue that cooperation between rail and road is more beneficial than direct competition. Rail is seen as most effective on long distances, typically between 500 km and 1,500 km, where it delivers cost and emissions advantages. Road transport is viewed as indispensable for pre- and on-carriage, completing the logistics chain.
Both rail and road stakeholders identify similar prerequisites for effective intermodal cooperation: investment in transhipment infrastructure, standardisation of loading units, digitalisation of documentation and the creation of integrated IT platforms enabling real-time coordination between modes.
Legislative and financial support seen as decisive
Across the consultation, respondents repeatedly underline that market-driven change alone will not deliver a large-scale modal shift. Without additional legislative and financial incentives, including targeted subsidies, differentiated access charges and clearer long-term policy commitments, the shift of freight from road to rail is expected to remain limited.
UTK concludes that the consultation results should serve as an input for future policy and investment decisions, particularly in the context of intermodal infrastructure planning, capacity management during modernisation works and the alignment of rail freight development with national transport and climate objectives.
Source: https://railmarket.com/
