Among the factors determining the competitiveness of transportation sectors, those associated with travel time play a crucial role. Constant availability of transportation services over time is a key factor. Inland waterway transport is believed to exhibit seasonal fluctuations in cargo flows, implying limited service provision during specific periods in the annual cycle. This article compares the variability of cargo transport over time in inland waterway shipping with that in other land transportation modes. The hypothesis is that the periodic fluctuations in cargo transport during the annual cycle in inland waterway shipping are not significantly different from those in other transport sectors. The analysis of transport variability over time is based on the indicators of periodic fluctuations in land transportation modes from 2005 to 2022. Statistical inference was conducted using variance analysis. As the conditions for applying the ANOVA procedure were not met, the Kruskal-Wallis test was employed as a nonparametric alternative to variance analysis. The research results indicate that there is no basis to reject this hypothesis in the group of examined Western European countries. Different results were obtained in Poland, where cargo transport in inland waterway shipping exhibited more significant variability over time than other transport modes. The results obtained from this research can serve as a source of knowledge for entities and institutions responsible for implementing the concept of sustainable development in transportation. The proposed European Green Deal concept in December 2019 states, "The role of rail and inland waterways in land freight transport should be significantly increased first and foremost horizontal ellipsis ". Despite limited service availability during specific periods of the annual cycle (due to seasonal and random factors), the research results confirm that in countries with well-developed waterways, inland water transport remains competitive compared with other land transport modes. These findings can also be a significant signal for policymakers in countries with extensive inland waterways (e.g., Poland) that may need to fully appreciate the advantages of this mode of transport, partly due to its susceptibility to periodic fluctuations in transport. The research results and formulated conclusions can also be addressed to existing and potential shippers. The confirmed higher or comparable capability of inland navigation to achieve consistent transport volumes during different periods of the annual cycle can be an encouraging factor for incorporating this mode into supply chains.

The efficiency of transport in the port hinterland is an important factor determining the competitive position of a seaport. The paper's research hypothesis is: the level of equipment in the transport infrastructure of the region directly connected to the seaport in Gdańsk is significantly weaker than in other regions in Poland. The objectives of the paper are: to indicate the position of the voivodeships directly related to the seaport of Gdańsk in the ranking of voivodships in terms of their transport infrastructure, and to present the concept of the development of the Lower Vistula waterway. The research used the method of multivariate comparative analysis and the desk research method. Research shows that there are concerns that hinterland transport will limit the port's development potential.(original abstract)

A holistic approach and stakeholder consultation are necessary before implementing a particular city logistics measure. The need to implement sustainable urban logistics solutions is particularly important in seaports located in cities. Such cities, particularly Gdynia, have a high intensity of cargo flows resulting from transport connected with their port facilities. The purpose of this article was to identify the level of acceptance of sustainable and innovative urban logistics solutions by entities that use the services of the seaport in Gdynia. We investigated whether the proposed solutions found sufficient acceptance among the respondents, and which of the proposed solutions were the most preferred by stakeholders. We hypothesized that urban logistics solutions were not sufficiently accepted by the stakeholders of the seaport of Gdynia. In order to analyze the awareness of the involved parties, we surveyed parties at the Port of Gdynia as part of the Interreg project called TENTacle. Our findings did not support this hypothesis with respect to such measures as FQP, the use of interactive city maps, night deliveries, and the use of ITS, as these are the solutions most preferred by the stakeholders of Gdynia. The results of this study can therefore serve as an important tool for the city of Gdynia, and similar cities, when preparing sustainable urban logistics plans.

Lower environmental impact of inland waterway transport causes its development to be high on the agenda of the sustainable transport policy. In the above context, the purpose of this article is to discuss the transport function of Polish inland waterways against the background of how primary European inland waterway systems are used. The desk research method was used to analyse waterway use, involving review and consolidation of statistics from various sources capturing freight transport on the primary inland waterways in Europe. Research has shown that inland waterways in Western Europe, regardless of the decline in freight transport in 2009, continue to be important for transport, and their performance may even be higher than that of the infrastructure used for other modes of transport. The transport function of inland waterways in Poland is fading as a consequence of the failure to perform multipurpose waterway management. The above is inconsistent with sustainable transport development priorities adopted by the EU.

The urbanization process indicates that today’s cities are the main centres where transport demands accumulate. This causes, in effect, an increase in freight and passenger traffic, which in turn contributes to a rise in environmental and noise pollution, accidents, and thus a deterioration of the quality of life in cities. Bearing in mind the numerous advantages of inland waterway transport, it can be assumed that in cities located near inland waterways, this branch can be seen as an important link in the urban logistics chain. Therefore, the aim of this article is to indicate the possibility of using this mode of transport to handle transport needs in cities. The article uses the method of desk research, based on analysing and verifying facts and merging existing statistical data on the urbanization process and experiences related to the use of inland waterway transport to handle various transport needs in selected European cities. The article shows that in cargo transit, the use of inland waters in urban logistics is an attractive branch of transport, not only in such areas as transportation of construction materials or waste collection but also in transport related to the supply of stores. Positive experiences of Western European cities should inspire action to increase the use of this branch in urban logistics in Poland, e.g., in the city of Gdańsk, located above the Motława waterway.

Examples from European countries show that the transport function of inland waterways is significant. In Poland, outlays on inland waterways are too small in relation to the needs. It is likely that freight transport on the national inland waterway network in Poland will disappear. Therefore, the aim of the article was to estimate the scale of regression of cargo transport on inland waterways in Poland, as well as to estimate the transport forecast in the perspective up to 2020. The econometric model was used to verify the adopted hypothesis and to implement the research goal. The time variable 't' was adopted as the key variable explaining changes in the volume of cargo transportations on waterways in Poland. The disappearance of the inland waterway transport function means giving up the benefits of developing inland waterway transport, but it can also be a signal of serious problems related to water management in Poland.(original abstract)

The scale of policies and measures for sustainable urban freight transport in European cities is still insignificant. However, the situation is changing as more and more cities are adopting sustainable urban logistics plans (SULPs). The situation in cities is extremely heterogeneous, so it would be difficult to point to one single policy that fits all. Yet the tool created with European projects constituting an instruction to prepare SULP allows us to follow the standardized steps, regardless of the conditions found in particular cities. The effectiveness of implementing sustainable measures to a large extent depends on the level of acceptability of individual urban space stakeholders. The article presents the results of a survey conducted among stakeholders of a Polish metropolis—the Gdansk–Gdynia–Sopot metropolitan area. The analysis showed that acceptability rises with the increase in the size of the surveyed entities. The most diversified acceptability ratings were obtained for the transport infrastructure solutions. Proposals for Information and Communication Technologies (ICT) solutions are rated more positively by medium-sized and large enterprises. These solutions are assessed with greater caution by small and micro enterprises. The least diversified and clearly higher acceptance indicators were obtained for proposals in the scope of shaping sustainable urban transport development. The assessments obtained from the respondents should therefore constitute an important element of the works for developing the sustainable urban logistics plans starting in 2020 and also the opinions can be an important element of the future sustainable urban logistics plans, which are currently being developed in many European cities.

Obecnie w Polsce obsługa portu morskiego w Gdańsku jest zdominowana przez transport samochodowy. Przewozy transportem wodnym śródlądowym w relacjach z tym portem mają jedynie charakter sporadyczny. Droga wodna Wisła, zwłaszcza na odcinku z Gdańska do Warszawy, ma potencjał, aby być ważnym ogniwem systemu transportowego na zapleczu portu w Gdańsku.Zasadniczym celem artykułu jest wskazanie najkorzystniejszego sposobu zagospodarowania drogi wodnej dolnej Wisły. W sytuacji, gdy pojawiają się różne opinie na temat sposobu nadania funkcji transportowej drodze wodnej na dolnej Wiśle, ważne jest, aby wzorować się na doświadczeniach międzynarodowych w przedmiocie rozwoju dróg wodnych. W artykule przedstawiono aktualne problemy rozwoju dróg wodnych w Niemczech, obecny stan transportu na zapleczu portu Gdańsk oraz wskazano na uwarunkowania zagospodarowania Wisły na odcinku Gdańsk–Warszawa.Można wnioskować, że zagospodarowanie dolnej Wisły jest uzasadnione, a najlepszym rozwiązaniem jest jej kaskadyzacja, gdyż tylko taki wariant zapewni tej drodze wodnej parametry klasy międzynarodowej, w efekcie skuteczne włączenie jej w system transportu na zapleczu portu morskiego w Gdańsku.

Contemporary changes in the global economy generate a significant increase in the demand for transport, which requires changes in transport, in accordance with the principles of sustainable development. Innovative solutions in transport, aimed at meeting modern expectations, concern various areas, most often these are technical, operational and logistics innovations. Road and air transport are seen as the most innovative transport branches. The aim of the article is to show innovations implemented in inland waterway transport in those three areas. The article shows that in this mode of transport innovations are also implemented in accordance with the idea of sustainable development.

In Poland, the major share of operational costs of a road carrier constitute of fuel costs, costs of outsourced services and remunerations. The mentioned cost groups together contribute to over 80% of the prime costs. As a result, these costs have a major influence on the performance of Polish road carriers. As research results show, the financial situation of the road carriers in Poland is poor. On average, the return on sales in road transport services reaches the level of 1.5–3.0%, and in case of international road transport services it amounts to 5%. In terms of acknowledged standard sit is merely a sufficient level of return. Unfortunately it is possible for the performance to deteriorate due to the implementation of minimum wage rates for drivers in some EU countries and due to the implementation of new regulations proposed on May 31st 2017 in the EU’s Mobility Package, concerning seconded workers.

The research shows that in the Western European Countries due to many of its advantages inland shipping plays a significant role in total throughput of cargo in the sea ports. On the other hand, the marine ports significantly affect the supply of cargo mass imposed on the inland waterways. In Poland the inland waterways transport plays a significant role only in the handling of transport needs of the ports Szczecin-Świnoujście. This mode of transport is not used for the cargo transport in the relations with Gdańsk marine port, even though this port is located at the estuary of lower Vistula waterway. The European experience should lead to an implementation of infrastructural investments which would improve the land access to the Port of Gdańsk and an implementation of investments which would allow the adaptation of the port infrastructure to the handling of inland waterways barges.

In Western Europe, the development of infrastructure of inland waterway transport is clearly supported. In these countries substantial investments are allocated into development and maintenance of inland waterways. In Poland, both, investments in infrastructure development of inland waterway transport, as well as maintenance of waterways are disproportionately small. According to the document adopted on June 14, 2016 by the Resolution of the Government titled: „Assumptions for the plans of the development of inland waterways in Poland for the perspective of 2016–2020 with the prospect of 2030” the expenditures will rise to 76.8 billion PLN by 2030. However, there are serious concerns about the possibility of implementation of the assumed amount of expenditures.

One of the methods of achieving sustainable transport development and implementing the climate policy is to increase the importance of inland waterway transport in combined transport. European trends in the use of inland waterways for transport purposes should form a model for problem-solving efforts undertaken in the hinterlands of the Vistula estuary’s sea ports. The sea ports of Gdańsk and Gdynia have a very large growth potential but their development may be impeded in the near future by transport in the hinterland. A possible solution to this problem is envisioned by a document adopted by the Council of Ministers in June 2016, entitled “Assumptions for the plans for the development of inland waterways in Poland in the years 2016-2020 from the perspective of the year 2030”. This document is the first to identify the need to improve the navigating conditions on this waterway. But there are fears that this objective will not be achieved due to a very large number of priorities and extensive investment works.

Kompleksowe zagospodarowanie dolnej Wisły ma na celu zaspokojenie potrzeb różnych dziedzin gospodarki, transportu, turystyki, energetyki, ochrony przeciwpowodziowej, rolnictwa i leśnictwa. Celem artykułu jest wykazanie, że kompleksowy rozwój śródlądowych dróg wodnych jest wyzwaniem aktualnym i ważnym dla gospodarki, w tym zwłaszcza dla pozycji konkurencyjnej portów morskich. Problem ten zostanie przedstawiony na przykładzie dolnej Wisły. Do badań zastosowano metodę analizy koszty/korzyści. W świetle problemów, związanych z nadmiernym obciążeniem infrastruktury transportu samochodowego i kolejowego, wykorzystanie transportu wodnego śródlądowego na zapleczu portów morskich Gdańska i Gdyni pozwoliłoby na uzyskanie dodatkowych korzyści związanych ze zmniejszeniem kosztów transportu i degradacji środowiska. Najważniejszym efektem będzie jednak umocnienie pozycji konkurencyjnej portów trójmiejskich oraz zwiększenie dochodów państwa. Badania wykazały, że ekonomiczny wskaźnik koszty/korzyści (Benefit Cost Ratio) kompleksowego zagospodarowania dolnej Wisły kształtuje się na poziomie 6,11, co świadczy o wysokiej opłacalności tego przedsięwzięcia.

Companies which function in the operation area of Polish seaports, in particular the ones which offer cargo handling and warehousing services tend to display a solid financial condition. High dynamics of revenue prove this situation. In the years 2010–2015, the real revenues of the analysed companies group have increased yearly by 5.7% on average. The profitability of pot handling companies also shows a significant improvement tendency. In the years 2009–2012 the return on sales, return on assets and return on equity ratios were on an acceptable (sufficient) level, while in the years 2013–2015 they increased to a satisfactory (good) level. Good financial results create large investment capabilities for these enterprises. This is especially important due to the fact that the port companies finance most of their investments with their own funds. In the years 2005–2015 the total outlays on property, plant and equipment have increased over 4 times.