Poland Rail Report 2012 - Brooks · PDF filePKP Cargo 40 PKP Linia Hutnicza Szerokotorowa (PKP LHS) 42 Freight transport ... part of the country, including the Slask industrial conurbation

The Rail Market in Poland 2012

Brooks Market Intelligence Reports,

part of Mack Brooks Exhibitions Ltd

www.brooksreports.com

Mack Brooks Exhibitions Ltd © 2011. All rights reserved. No guarantee can be given as to the correctness and/or completeness of the information provided in this document. Users are recommended to verify the reliability of the statements made before making any decisions based on them.

Mack Brooks Exhibitions Limted © 2011 2

Contents

Introduction 4

Polish history and rail transport geography 4 Polish railway border crossings 5 A transit country 7 Increasing road transport usage 8

1. Government 10

Ministry of Transport, Construction and Maritime Economy 10 EU-directed railway legislation 10

Coping with EU membership 11 The impact of liberalisation 12

Local government restructuring 13 Regulation 13

Urząd Transportu Kolejowego 13 PKP - the state railway company 14

Polskie Koleje Państwowe SA (Polish State Railways) 14 2. National railway infrastructure 17 PKP PLK 17 High-speed lines 19 Other major infrastructure projects 20 3. Passenger operations 24 Long-distance 24 PKP Intercity 24

Local passenger transport – state-owned operators 26 Przewozy Regionalne 26

InterREGIO 28 PKP SKM 29

Local passenger transport – open access operators 29 Arriva 29

Koleje Dolnośląskie 31 Koleje Mazowieckie 31

Koleje Śląskie 32 Koleje Wielkopolskie 33 Szybka Kolej Miejska w Warszawie (SKM Warszawa) 34 Usedomer Bäderbahn 35

Warszawska Kolej Dojazdowa 35 Suburban rail developments 36

Krakowska Szybka Kolej Miejska 37 Łódzka Kolej Aglomeracyjna 37

Pomorska Kolej Metropolitalna 37 SKM BiTCity 38


SKM Szczecin 38 4. Freight operations 39 Evolution of open access rail freight 39

Freight transport – state-owned operators 40 PKP Cargo 40

PKP Linia Hutnicza Szerokotorowa (PKP LHS) 42 Freight transport – open access operators 44

ChemTrans Logistics 44 DB Schenker Rail Polska 45 Freightliner Polska 47 Koleje Czeskie 48 Lotos Kolej 48

Orlen KolTrans 49 PCC Intermodal 49

Piasku Kotlarnia Kotlarnia 51 Pol-Miedź Trans 51

Rail Polska 52 Specjalny Transport Kolejowy 52 Transoda 53

5. Urban public transport 54

Bydgoszcz 54 Częstochowa 54 Elbląg 55 Gdańsk 55 Grudziądz 56 Gorzów Wielkopolski 56 Kraków 57 Łódź 57 Olsztyn 59 Poznań 60 Śląsk Conurbation 61 Szczecin 62 Toruń 63 Warszawa 63

Metro Warszawskie 63 Tramwaje Warszawskie 64

Wrocław 65 Note on exchange rates Most prices are given Polish złoty (PLN). In December 2011 EUR1.00 was worth PLN4.5658.


Introduction

Within the railway era, Poland as a political entity did not come into being until November 1918, not assuming its fully-fledged geographical entity until the creation of the republic on 17 March 1921. That entity vanished again during the Second World War, only to re-emerge in the summer of 1945 following the Potsdam Conference, having side-stepped westwards to the banks of the Odra/Oder. Forced migration of millions of people resulted in a reasonably homogenous country from the points of view of ethnic background, religion and language. The creation of a state railway company – Polskie Koleje Państwowe (PKP) – dates from the country’s independence from Russia and Austria, this being granted on 11 November 1918. Polish history and rail transport geography Poland is situated almost precisely at the railway crossroads of Central Europe, traversed east to west by the Berlin to Moskva E-20 main line, and north to south by the E-65 main line from the Adriatic to the Baltic. It has a surface area of 312,685 km², and a resident population of 38.2 million. 62% of the population lives in areas classified as urban, and rural to urban migration continues apace. Urban development covers around 6% of the total surface area of the country, with burgeoning low rise suburban development encouraging commuting. There are seven metropolitan regions, each with populations within their geographical administrative areas exceeding 1 million. Warszawa and the Śląsk industrial conurbation have 2.7 million and 3.2 million inhabitants respectively. In some of these urban areas public transport accounts for over 50% of all motorised trips, though whether this is through the successful use of sustainable transport strategies or because of intolerable road congestion is a matter of conjecture. It certainly does not reflect rising car ownership levels or accessibility to a private motor vehicle. Topographically, most of the country is low-lying, apart from the mountainous highlands along the Czech and Slovakian borders, rising to their greatest heights in the limestone outcrops of the Tatry Wysokie (Gerlachovsý, 2,665 m, within Slovakia), in the southeast. The hilly southern border does not present a great physical obstacle to rail communications – though during the German and Austro-Hungarian Empire eras some lines (long closed) were even built here with rack sections. The basic railway networks within present-day Polish territory were created by three countries - Prussia, Austro-Hungary, and Russia - whose boundaries came together a few kilometres east of Kattowitz (Katowice). The Prussians and Austrians favoured a gauge of 1,435 mm for their principal lines; the Russians 1,524 mm (now 1,520 mm). Prussian – German – secondary networks evolved with gauges of 1,000 mm and 600 mm, while the Russians opted for 750 mm. Poland inherited a rich heritage of lines of narrower gauges, some being rural feeders, others, more importantly being used for coal and sugar beet transport. Few of these lines survive today and those that do are categorised as ‘heritage’ or tourist lines.


Warszawa gained trunk lines to Wien (completed 1848), St Petersburg via Białystok (1862) and Moskva via Terespol (1867). Krakau (Kraków) to Berlin was completed in 1847 and Berlin to Königsberg (Kaliningrad) in 1853. Re-gauging took place soon after the frontier revisions that followed the First and Second World Wars. Between 2000 and 2007 the country’s GDP grew at an average rate of 4% per annum, and in 2010 was estimated at USD754,097 billion in total, USD19,752 per capita (the power purchasing parity value). Freight movements (road and rail, in tonne-km) grew over this seven-year period by an average of 6.2%, passenger movements (passenger-km), by 4.9%. All these growth rates are higher than those for the entire EU (GDP, 3.5% per annum, freight 2.5%, passenger 1.4%). Poland occupies a strategic location between the rest of the EU, Russia and the CIS countries, and the Far East. In Asia rail freight plays a far greater role than road freight, not only on account of the huge distances involved, but also because of the poor quality of much of the road network. Within Poland 91% of freight moved by road in 2008 was on domestic journeys. Poland’s top three trade partners for imports that year were Germany (24.1% of imports worth in total USD164 billion), Russia (8.7%) and China (7.1%). Over the period 2000-08 the amount of rail freight moved hovered around 50 billion tonne-km per annum, while domestic road freight increased from around 45 billion to about 75 billion tonne-km per annum and international road freight took off from around 25 billion to about 85 billion tonne-km per annum. Over the period 1995-2008, rail’s share of all freight transport dropped from 48.5% to 21.82%, while road’s share rose from 36.41% to 69.15%. Pipelines account for around 20 billion tonne-km per annum, inland waterway transport is negligible by comparison, though both the Odra and Wiśla are used for this purpose. The country, which abounds in lakes and wetlands, has around 3,500 km of navigable waterways. Polish railway border crossings All crossings with the Czech Republic, Germany and Slovakia are 1,435mm/1,435 mm gauge. Unless indicated, all crossings with Belarus, Lithuania, Ukraine and the Kaliningrad oblast of Russia involve a break of gauge (1,435 mm/1,520 mm). With Belarus

Terespol - Brest Czeremcha - Visoko-Litovsk Siemianówka - Svislach Zubki – Bierestovica Kuźnica − Grodno With the Czech Republic

Zawidów - Frýdlant v Čechách (freight only) Jakuszyce - Harrachov – (reopened 2010)


Lubawka - Královec (freight only) Mieroszów - Meziměstí Międzylesie - Lichkov Głuchołazy - Mikulovice Głuchołazy - Jindřichov ve Slezsku Chałupki - Bohumín Zebrzydowice - Petrovice u Karviné Cieszyn - Český Těšín With Germany Świnoujście - Heringsdorf (reopened 2008) Szczecin - Grambow Szczecin - Tantow Kostrzyn nad Odrą - Küstrin-Kietz Kunowice - Frankfurt/Odra Gubin - Guben Zasieki - Forst (Lausitz) Węgliniec - Horka Zgorzelec - Görlitz Hirschfelde - Krzewina Zgorzelecka - Hagenwerder (two crossings between Görlitz and Zittau) With Lithuania

Trakiszki - Mockava With Russia (Kaliningrad oblast)

Skandawa - Zheleznodorozhny Głomno - Bagrationovsk Braniewo - Mamonovo With Slovakia

Zwardoń - Skalité Muszyna - Plaveč Łupków - Medzilaborce With Ukraine

Krościenko - Khyriv Malhowice - Nizhankovichi Przemyśl - Mostyska Werchrata - Rava-Ruska Hrebenne - Rava-Ruska Hrubieszów - Volodymyr-Volynskyi (LHS 1,520 mm freight only line to Śląsk industrial conurbation) Dorohusk – Jahodyn


At the Russia (Kaliningrad) crossing, the 1,435 mm gauge line continues north to Kaliningrad, while the 1,520 mm gauge line continues south, parallel to the 1,435 mm gauge as far as Bogaczewo, the junction with the Elbląg to Olsztyn main line, and originally continued to Elbląg, before this line was electrified and doubled. This is used by freights to and from four logistics bases between Braniewo and Młynary, and on straight sections of track within these bases (as at an industrial siding in Braniewo, opposite the station) 1,520 mm gauge wagons are shunted on sections of 1,435 mm gauge track, and vice-versa. A transit country The 1,435 mm/1,520 mm break of gauge has a detrimental and slowing effect on east to west transit rail freight through Poland. Around 50.6 million tonnes of rail freight enter Belarus from Russia annually, heading for the rest of Europe. Of this, 17.4 million tonnes continue to Latvia, 17.7 million to Lithuania, 9.2 million to Kaliningrad oblast, 0.2 million to Ukraine and 5.4 million to Poland. Of the 11.4 million tonnes of road freight entering Belarus from Russia in transit, 3.0 million continue to Lithuania and 8.4 million to Poland. Transferring payloads, usually containerised, from platform wagons of one gauge to those of another is time-consuming and increases costs. Provision of a cross-Poland 1,520 mm gauge freight line would help matters, but only if it were continued west through Germany to a major freight redistribution or logistics hub. The designated arterial or corridor routes traversing Poland are:

• Corridor I (E-26): Helsinki - (ferry) - Tallinn - Riga - Kaunas - Warszawa - Dzikowice - Wrocław (Dzikowice to near Kepno is a projected new line).

• Corridor IA (E-26): Radviliskis - Kaliningrad - Elbląg – Gdańsk. • Corridor III (E-30): Berlin/Dresden - Wrocław – Katowice - Kraków – L’viv –

Ky’jiv. 1,640 km long (677 km within Poland), the E-30 traverses the southern part of the country, including the Slask industrial conurbation. Upgrading started around the turn of the millennium and is now several years behind the schedule then specified. The main border crossing into Germany is at Węgliniec/Horka, used by 5.4 million tonnes of freight in 2006 and 2.23 million tonnes in 2009. On the border with Ukraine the main crossing is at Medyka – Mostyska, used by 6.5 million tonnes in 2007 and 2.1 million tonnes in 2009.

• Corridor II (E-30): Berlin - Poznań - Warszawa - Terespol – Moskva. This line is 690 km, traversing the centre of Poland via Wielkopolska, Mazowsze and Podlasie provinces. Modernisation involves upgrading to 160 km/h for passenger trains and 120 km/h for 22.5-tonne axle-load freights, provision of level crossings protected by automatic barriers and modernisation of signalling and telecommunications. In 2006 3.9 million tonnes of freight used the Kunowice border crossing, at Frankfurt/Oder, falling to 2.9 million tonnes in 2009. The Terespol border crossing, near Brest, was used by 6.0 million tonnes of freight in 2006, but by just 4.7 million tonnes in 2009.

• Corridor VI: Gdynia/Gdańsk - Warszawa/Inowrocław - Katowice - Ostrava - Zilina/Breclav. This is a more vaguely-defined route between the Baltic and Adriatic, incorporating E-65, the line between Warszawa, Wien and Rijeka – in


other words, a Baltic to Mediterranean corridor. The western corridor, via Inowrocław, was built in the 1920s and 1930s as an independent rail route to the evolving port of Gdynia, avoiding the Free City of Danzig. Upgrading of the CMK (Centralna Magistrala Kolejowa) between Grodzisk Mazowiecki, west of Warszawa, and Zawiercie, north of Katowice, is under way, with ERTMS Level 1 being installed and line speed raised to above 200 km/h. In 2007 Gdynia port handled 3 million tonnes of rail freight, falling to 2 million in 2007, while Gdańsk port handled 6.15 million tonnes in 2007, falling to 2.58 million tonnes in 2009. Corridor VI freight traffic is thus influenced by seaport activity.

• E-59: Świnoujście - Szczecin - Poznań/Rzepin - Wrocław - Mieroszów/Bohumín. This forms part of the Malmö to Praha rail corridor. It is currently being upgraded to a 22.5-tonne axle-load, a vital procedure in Poland, where many lines have a limit marginally below 20 tonnes. There is also an objective of raising line speeds to 160 km/h for passenger traffic and 120 km/h for freight – most modern freight wagons are built for a maximum operating speed of 100 km/h when loaded and 120 km/h when empty. The E-59 enters the Czech Republic at Bohumín and at Lichkov. At Bohumín the amount of international freight handled fell from 7.05 million tonnes in 2007 to 4.7 million tonnes in 2009, while the amount of freight using the Lichkov crossing fell from 1.14 million tonnes in 2006 to 502,398 tonnes in 2009 (15,581 tonnes in 2008, following a partial closure for track upgrading). Świnouście handled 3.4 million tonnes of rail freight in 2006, but just 887,352 tonnes in 2009, Szczecin 4.7 million in 2006, 1.8 million in 2009. Freight traffic on the Świnouście to Ystad ferry crossing fell by 31.3% in 2009, compared with 2006.

• C-E-20: Lowicz - Luków (freight bypass line relieving congestion on the E-20 south of Warszawa).

Increasing road transport usage

Mode

2000 2008

Passenger km

(billion)

Share

(%)

Passenger km

(billion)

Share

(%)

Car

149.7

69

273.5

81

Train

24.1

11

20.2

6

Trams/Metro

4.7

2

4.6

2

Bus/Coach

31.7

15

26.8

8

Plane

6.0

3

11.3

3


Car ownership in Poland increased from around 160 vehicles per 1,000 inhabitants in 2000 to 320 in 2007, compared with 320 to 470 for the EU as a whole. An impetus shortly after the turn of the millennium was the relaxing of restrictions on the import of cheap secondhand vehicles, these sourced mainly from Germany, with larger models preferred. The change in modal split for passenger travel is illustrated in the table above. Increased use of domestic air services reflects growing spending power, while a cultural factor plays a part in the reliance on bus and coach services – in Poland rail travel is traditionally seen as the poor man’s form of public transport.


1. Government Ministry of Transport, Construction and Maritime Economy ul Chalubínsliego 4/6, 00-928 Warszawa Tel: (00 48) 22 630 10 00 E-mail: [email protected] Website: www.transport.gov.pl; www.en.mi.gov.pl Minister: Sławomir Nowak Department for Railway Investment Tel: (00 48) 22 630 13 00 Fax: (00 48) 22 630 19 30 The Ministry is responsible for issues related to transport, setting their direction, drafting and improving solutions for national and international rail projects and providing a legislative foundation for their implementation. The Ministry is also an intermediary institution within the process of EU funds acquisition and absorption for the development of transport infrastructure. Projects to be implemented up to 2013, including those funded under the Operational Programme Infrastructure and Environment, represent the largest-ever investment programme in Poland. EU-directed railway legislation The Rail Transport Act of 1997 introduced an element described as ‘a licensed operator to provide railway services’, and referred to a need to introduce separate accounting for rail operations and rail infrastructure. This created a framework under which rail operators could access the infrastructure and provide competing services. EU funding of transport sector infrastructure development became significant post-2004, with some projects in border areas having received EU financial assistance since the late 1990s:

• Operational Programme Infrastructure and Environment, 2008-12, PLN25 billion. • Operational Programme Development of Eastern Poland, 2008-12, PLN823

million. • Cohesion Fund, 2008-10, PLN3 billion. • SOP, 2008, PLN462 million.

EU directives regarding rail transport were already in place by May 2004. These specified:


• Creation of separate business sectors, with their own accounting systems, for infrastructure and operations.

• Provision of non-discriminatory open access for private operators. • Introduction of track access charges. • Provision of passenger services under Public Service Contracts (PSCs). • Ensuring that public money granted for one activity is not used to cross-subsidise

other activities. • The use of contracts for the care of rail infrastructure.

In theory, everything in Poland conforms to EU regulations, with financial transparency. State funding is provided for infrastructure maintenance and upgrades. Although the State and PKP PLK sign three-year contracts for this, the budget allocations are determined annually, a system which inhibits strategic planning. Under the PSCs subsidies are for passenger services, to cover losses generated where revenue derived from fares is insufficient to cover operating costs, yet where the continuing operation of such services is deemed necessary for social reasons. Most PSCs are for short periods, six or 12 months, insufficient to enable operators to develop longer term investment and business strategies. Freight operations are not subsidised. Indeed, over the first decade of open access it would appear that new freight operators have to some extent merely milked traffic from PKP Cargo, although there are indications that this early post-recession trend has now been reversed, and that a rail freight revival is under way. Coping with EU membership Although funding for infrastructure projects was much needed by May 2004, by the end of 2006 only 16% of the EU budget allocated for this activity for the three-year period starting in early 2004 had been spent. This was due to poor project preparation, inadequate tendering documentation, a lack of co-financing, land acquisition problems and environmental concerns. Other new EU members experienced similar problems. Matters had improved by 2007, with Poland absorbing 53.6% of EU funding that year (ranking fifth out of the 10 new EU members). In particular, rail projects were adversely affected. Lack of common knowledge of EU requirements, public administration weaknesses and excessive centralisation in the Polish funding system were held to blame for this poor rate of progress. During the decade or so following the collapse of the Communist regime, the ownership and financing of urban public transport was transferred from central government to municipal councils, which obediently created joint-stock companies with themselves as sole shareholders. However, this appears to have been a ‘political’ development, and not one which was thought out sufficiently in terms of practicalities. The municipal councils lacked sufficient staff professionally trained in transport and urban planning, and in particular how these applied to towns and cities in an emerging free market economy. When planning issues are tackled, this is often in the light of the availability and quantity of EU funding rather than in a broader and long term context. Polish municipalities, like many of those across Central and Eastern Europe and CIS territory, suffer from a fundamental fiscal crisis. Relatively low wages mean that it is impossible to milk the


population through heavy direct and indirect taxation. The abrupt and massive rise in private car ownership also obliged municipalities to seek short term remedies to issues such as road congestion and provision of parking spaces – catering for the demands of the private car rather than controlling its use. Since shortly after the turn of the millennium some cities, especially Warszawa, have been encouraging the development of Park&Ride schemes. There is also a degree of insular vision – planning co-ordination between city and region, between urban municipal council and provincial council, is not as yet formally structured. The impact of liberalisation The creation of infrastructure manager PKP PLK theoretically paved the way for the rapid development of open access freight and, later, passenger services. However another contributory factor was the large number of private industrial rail networks, particularly in the Śląsk industrial conurbation, with their own fleets of locomotives and wagons and extensive depot and works facilities. During the first decade of the 21st century the number of licensed open access freight operators increased as shown in this table.

Year

Number of licensed open

freight access companies

% Open access

(tonnes moved)

% Open access

(tonne-km)

2001

4

Data not available

Data not available

2002

19

Data not available

Data not available

2003

22

33.75

4.15

2004

23

41.76

8.43

2005

40

45.60

12.70

2006

47

46.91

17.86

2007

46

48.42

19.89

2008

49

48.84

24.55

2009

50

54.92

31.53


It should be borne in mind that the actual number of companies running trains on the PKP PLK network is considerably smaller than indicated here. Also shown is the share of the market held by the freight open access companies, although this includes activities on their own private networks, too, where movements are short haul in nature. Their increasing role during the recession year of 2009 should be noted. It might be summarised that in Poland liberalisation of the railway market has simply resulted in a transfer of loyalties by clients – the incumbent state operator, PKP Cargo, has been obliged to fight harder for its traffic. There has been a recent slight overall growth in rail freight – the one phenomenon which was anticipated prior to the recession. Evidently, there was plenty of enthusiasm over open access freight involvement, but the terrain was fertile. Poland has a large number of privately owned industrial rail networks, and these companies, with their fleets of ageing locomotives, mainly diesels of similar types to those owned by PKP (thus avoiding the costs and expenses of authorisation), were keen to become involved. The Railway Act which outlined the restructuring of PKP also introduced a new and possibly awkward requirement for aspiring entrants into the open access passenger field – that they had to prove that they had rolling stock before they could be granted an operating licence. Local government restructuring The most recent revision of administrative districts took place in Poland on 1 January 1999.

• The Province (województwo) is the highest level of local authority, and is responsible for passenger rail and bus operation. The chief of the provincial council is known as a marszałek. The elected assembly led by the marszałek is known as the sejmik.

• The District Council (powiat) is responsible for upkeep of the local road network. • The Gmina councils cover a range of municipal functions, and some are large

enough to enjoy powiat status. These bodies are often responsible for operating urban public transport services.

There are 16 provinces, 379 district councils, and 2,478 municipalities. The 1999 revisions saw 49 provinces reduced to 16, the creation of the district councils, of which there are just 12 in Opole province, but 42 in Mazowsze province (capital, Warszawa). Regulation Urząd Transportu Kolejowego ul Chałubińskiego 4, 00-928 Warszawa Tel: (00 48) 22 630 18 30 Fax: (00 48) 22 630 18 90 E-mail: [email protected] Website: www.utk.gov.pl/portal/pl President: Krzsztof Jaroszyński


Legislation in 2003 created the Urząd Transportu Kolejowego (UTK), which although this translates as ‘Rail Transport Office’ has as its principal raison d’être the role of rail regulator. Under EU-specified conditions the rail regulator must be an impartial watchdog against monopolistic practices, but it also serves as the ‘railway authority’, to which all types of newly acquired locomotives and rolling stock are presented for authorisation (crudely referred to nowadays as ‘homologation’, more specifically defined as ‘international cross-acceptance’). In other words, it focuses substantially on issues of rail transport safety (and has been referred to as the ‘Polish National Rail Safety Authority’), and tends not to investigate closely issues of access to infrastructure. PKP - the state railway company Polskie Koleje Państwowe SA (Polish State Railways) ul Szczęśliwicka 62, 00-973 Warszawa Tel: (00 48) 22 511 60 03, 47 49 016 Fax: (00 48) 22 47 49 102 E-mail: [email protected]; [email protected] Website: www.pkp.pl/kontakt President: Maria Wasiak Capital: PLN10,150,715,600 As a limited company, PKP SA was created on 1 January 2001, its sole shareholder being the Treasury. It is a restructuring agency, owning certain railway assets but mainly concerned with the problem of the system’s historical debt. Its principal roles were to:

• Restructure the various activities of the state rail operator into independent and accountably transparent business sectors.

• Develop or dispose of surplus assets, which include a considerable amount of real estate, including numerous station buildings, many of which are now abandoned, neglected, or in ruinous state.

• Act as treasurer for the whole PKP Group. • Co-ordinate projects realised by members of the Group. • Prepare privatisation schemes for members of the Group. • Implement a quality management system in compliance with ISO standards.

Until the onset of the recession in mid-2008 the financial performance of the PKP Group as a whole was improving noticeably – a deficit of PLN721.3 million in 2005, one of PLN238.6 million in 2006 and PLN198.8 million in 2007, followed by a modest surplus of PLN90.6 million in 2008. In 2009 the slump in freight traffic during the winter and early spring (during which open access operators gained a substantial number of new clients) resulted in a deficit of PLN730 million.


Principal subsidiaries are:

• PKP Polskie Linie Kolejowe (PKP PLK) (national rail infrastructure company, see Section 2)

• PKP Intercity (national long-distance passenger operator, see Section 3) • PKP Cargo (national rail freight company, see Section 4)

Other subsidiaries include: PKP Energetyka ul Hoża 63/67, 00-681 Warszawa Tel: (00 48) 22 47 41 900 Fax: (00 48) 22 47 41 479 E-mail: [email protected] Website: www.pkpenergetyka.pl President: Tadeusz Skobel Capital: PLN712,904,200 Created in 2001, this is a major seller of electricity for traction purposes, not only to other PKP business sectors but also to other operators. It has its own nationwide distribution network and offers power engineering services, including the construction and maintenance of electrical systems. In addition, it has a licence to sell diesel fuel to rail operators. 75.27% of its shares are held by PKP SA, the remainder by the State Treasury. It has its own fleet of locomotives and infrastructure machines. PKP Informatyka Aleje Jerozolimskie 140, 02-305 Warszawa Tel: (00 48) 22 47 43 950 Fax: (00 48) 22 47 43 952 E-mail: email [email protected] Website: www.pkp-informatyka.pl President: Marcin Trzaska Capital: PLN59,511,500 Founded on 1 October 2001, this business sector provides computer and information technology services for the rail network. 40.58% of its shares are held by PKP SA, the remainder by the State Treasury. Polskie Koleje Linowe ul Krupówki 48, 34-500 Zakopane Tel: (00 48) 18 201 53 56 Fax: (00 48) 18 201 44 14 E-mail: [email protected] Website: www.pkl.pl President: Jerzy Andrzej Laszczyk Capital: PLN40,222,400 Founded in 1936 to operate the cable car line from Kuźnice to Kasprowy Wierch, near Zakopane and from 1947 formed part of PKP. The Szyndzielnia cable car line, near


Bystra Śląska, was opened in 1953, and since then several chairlifts have been acquired. The most recent funicular to be built in Poland is at Międzybrodzie Żywieckie, to the summit of Góra Żar, opened in 2003. TK Telekom ul Kijowska 10/12, 03-743 Warszawa Tel: (00 48) 22 39 22 000 Fax: (00 48) 22 39 22 009 E-mail: [email protected] Website: www.tktelekom.pl President: Andrzej Panasiuk Capital: PLN418,852,000 Founded in 2001, this is the rail network’s telecommunications provider, as well as provider of the two main website timetables and journey planners. 58.54% of its shares are owned by the State Treasury, the remainder by PKP SA. WARS Al Stanów Zjednoczonych 61A, 04-028 Warszawa Tel: (00 48) 22 516 33 50, Fax: (00 48) 22 516 33 66 E-mail: [email protected] Website: www.wars.pl/#/sekcjaIntro President: Krzysztof Supa Capital: PLN20,391,000 Founded in 1948 by the Ministry of Communications as a subsidiary of the state-owned Orbis travel company, Przedsiębiorstwo Wagonów Sypialnych i Restauracyjnych WARS adopted its present name in 1961. It was transformed into a limited company with the state as the sole shareholder in 1999. In 2005 50.02% of the shares were sold to PKP Intercity. WARS is a candidate for privatisation, and is developing a number of land-based restaurants in addition to its on-train catering and sleeping car activities. In January 2011 the Treasury announced plans to sell 42% of its shares in WARS at a nominal PLN10.00 each (in all PLN13,859,760). So far no move appears to have been made, although in September 2011 WARS won a long battle against the government, which had hitherto prohibited the sale of alcohol on all trains but international services. The sale of low-strength beers is now permitted in buffet and restaurant cars on domestic services. In late 2011 WARS operated a fleet of: 50 bar cars; 19 restaurant cars; 35 couchette cars; and 57 sleeping cars. All stock is owned by PKP Intercity.


2. National railway infrastructure PKP PLK Polskie Linie Kolejowe (Polish Railway Lines) ul Targowa 74, 03-734 Warszawa Tel: (00 48) 22 47 320 08 Fax: (00 48) 22 47 339 43 E-mail: [email protected] Website: www.plk-sa.pl President: Zbigniew Szafrański Capital: PLN1,957,687,000 As owner and operator of Poland’s national rail network, PKP PLK in 2010 was responsible for 19,276 route-km, the third longest system in the EU, and for 37,150 km of track. Much of the network is mothballed, with overgrown and derelict infrastructure awaiting lifting. Of the figure for track, 27,856 km are inter-station tracks, and 9,294 track-km are within station areas. Of the 43,657 sets of points, 24,883 are situated within station areas. 11,830.6 km of route are electrified at 3 kV DC. Of this 7,885.3 km are double track, the remainder single-track. There are 16,464 level crossings, 2,751 of them designated ‘Grade A’ in importance. There are 25,591 civil engineering structures, and 18,069 buildings. Investment is low in modern signalling, ATP and IT systems to streamline operations and make them more efficient. Around 50% of the network’s signalling equipment is over 50 years old, as are 60% of the telecommunication installations. Catenary and power supply systems are somewhat more youthful. In 1947 an electrification commission was created by the Ministry of Transport and Communications and realised its work steadily and well, so that by the early 1990s just over 50% of the entire 1,435 mm gauge network was under the wires. A 10-year plan for 1991-2000, drafted in the last days of the ancien regime, envisaged electrification of a further 72 routes, around half of which have since closed, including two of the four which were in fact electrified. In February 1986 the government and PKP signed an agreement for financing the upgrading of certain trunk routes for 160 km/h running together with installation of modern signalling systems and the construction of new passenger stock. This was not implemented in full. In 2009 PKP PLK had 40,548 employees, which, given the great network length, represents a relatively low level of productivity – 2.06 employees per km of track (compared with 4.77 for Slovakia, 2.29 for Great Britain, 1.05 for Spain and 0.66 for Sweden). During the final decade of the 20th century and the first of the 21st a substantial reduction in rail network length and hence density took place. In 1991 there were 23,193 km of


1,435 mm gauge route (plus numerous industrial complexes of both standard and narrower gauges). Density fell from 84 km per 1,000 km² in 1990 to 74 km per 1,000 km² in 1998, and to 65 km per 1,000 km in 2006. During 2002 only 20 km of line was fully renovated. Commentators have calculated that at such a rate upgrading the whole Polish rail network would take 1,100 years. Between 2003 and 2007 PLN10.2 billion was to be spent on upgrading key sections of the network to EU standards, a task which was expected to take a decade and cost around PLN25 billion. Around 50% of the financing was to come from EU funds - ISPA, Coherence, Regional Development and Phare; the rest would come from the national budget and the sale of surplus PKP assets and business sectors. During 2004 spending was to amount to PLN1.7 billion, twice what was spent in 2003. Annual expenditure was to subsequently increase by PLN100 million each year. Priority was to be given to work on the E-corridors, with a special focus on Warszawa to Łódź, which was to be upgraded to permit 160 km/h running, providing an end-to-end journey time of less than 1 hour for 136 km. Upgrading was still in progress in 2011, when most expresses (formed of new 160 km/h EMUs) were taking over two hours with six intermediate stops. At the end of 2009 5,448 km of Poland’s railways formed part of the European international network, as specified by the AGTC agreement defining arterial rail routes dating from 1 February 1991. Under EU law, Poland is obliged to keep these routes in good order and to progressively modernise them. Finance for maintenance and upgrading is in short supply. An annual average of 1,390 km of track renewal is necessary to maintain the network’s status quo in terms of maximum permitted line speeds and operating safety. This has not been met since the early 1990s. At first there was a ‘breathing space’, given the reasonable state of the network at that time, but by the turn of the millennium the neglect was becoming obvious in declining track quality and an increasing number of crippling speed restrictions, which naturally had a negative effect on passenger train patronage and freight service usage. In 2010 36% of the network was classified as in good condition (few or no long-term temporary speed restrictions), 35% in an adequate state, and 29% in sub-standard condition (plagued by severe long-term and lengthy temporary speed restrictions). The history of growing backlogs after 1991, exacerbated by the damage caused by the severe flooding of spring 1997, is as follows:

Year

Km track renewed

Year

Km track renewed

Year

Km track renewed

1989 2,206 1996 653 2003 239 1990 1,871 1997 526 2004 180 1991 1,267 1998 528 2005 242 1992 573 1999 132 2006 380 1993 520 2000 342 2007 699 1994 576 2001 239 2008 631 1995 616 2002 168 2009 476


High-speed lines In terms of topography and population density, Poland must be one of the easiest countries in the EU in which to build a high-speed railway network. Perhaps the boldest single project of the 1945-89 era was construction of the Centralna Magistrala Kolejowa (CMK, Main Central Railway) new main line, the very first high-speed railway in Europe, from Grodzisk Mazowieczki to Zawiercie, linking Warszawa with Kraków and the Śląsk industrial conurbation. Of 224 km in length and completed in December 1977, it was designed for speeds of between 200 and 250 km/h, though initially with a speed limit of only 140 km/h. From May 1988 the 'Krakus' and 'Górnik' expresses hauled by new class EP09 or pairs of EP05 electric locomotives sped between Warszawa and Kraków or Katowice. From the turn of the millennium passengers using the line were offered Poland's first-ever 160 km/h schedules, and from late 2012 the maximum operating speed will rise to 200 km/h thanks to the installation of ERTMS Level 1 train control equipment. On 11 May 1994 a 2-car 'Pendolino' Class ETR 460 EMU reached 251 km/h on the line between km 39.6 and km 44.6, Poland thus gaining the rail speed record for Eastern Europe. The original project for the CMK was to extend it north to Gdańsk Port via Wyszegród, Płock, Sierpc, Brodnica and Malbork. Recent interest has focused on the Polish ‘Y’, a proposal for a 360 km/h line linking Warszawa with Łódź, Wrocław and Poznań. In April 2010 the Spanish consultancy firm IDOM won a EUR12.7 million contract to undertake a feasibility study on the proposed system. The Warszawa to Poznań arm of the line would be around 205 km, with that from the capital to Wrocław about 345 km, the final distances depending on the point of bifurcation, envisaged as close to Jarocin – a station had been proposed serving that town as well. A suggested timescale was to have seen construction running from 2014 to 2019. Work on the ground had already begun in Łódź, where Łódź Fabryczna terminus is to be replaced by an underground terminus with a through line, in a tunnel of about 2 km, to Łódź-Kaliska station, on the western side of the city centre. Following the 2011 General Election, in which the incumbent Donald Tusk administration remained in power, there was a major review of the strategy for investment and modernisation of the railway network. One of the main causes for concern was that if EU funding and government finance was devoted to the Polish ‘Y’, this might be at the expense of essential upgrading of the rest of the network – and ethically, should the latter be neglected in favour of an elite high-speed project? On 7 November 2011 the Minister of Transport, Slawomir Nowak, announced that the high-speed project was to be deferred for at least 20 years – 2030 was cited as a possible start date, while available money would be directed towards existing lines and modernising the rolling stock fleet. The ‘Y’ has been estimated to cost between PLN20 and 28 billion, with some sources quoting a figure as high as PLN35 billion (EUR7.8 billion).


Other major infrastructure projects Warszawa-Łódź This line, No 1 in PKP PLK’s line numbering system, forms part of the project dating from 1835 for a railway linking Warszawa with Wien. The first 18.5 km section, from Warszawa to Pruszków, was inaugurated in 1844. The 26.3 km branch from Koluszki (105.2 km from Warszawa Centralna) to Łódź Fabryczna was inaugurated for passengers in June 1866, freights having started using the line in 1865. Today the first part of the route out of Warszawa is used by 69 train pairs daily, 12 of them freights, and is reckoned to be the busiest main line in Poland. Prior to closure of Łódź Fabryczna in October 2011 limited-stop expresses covered the 133 km run between the two cities in 1 h 55 min. Upgrading is being tackled in two phases, the first involving the Koluszki-Skierniewice stretch, raising line speed to 140 km/h, and thus reducing journey time from Warszawa to Łódź to a proposed 1 h 22 min (instead of the current 1 h 39 min, to Łódź -Widzew, a run of 5 km less than that to Łódź-Fabryczna). The cost of Phase 1 was stated to be PLN905,151,233, a grant of PLN678,863,425 coming from the ERDF, the remainder (PLN226,287,568) from the government. This was at the time claimed to be the largest infrastructure project in Poland. It was realised between 2006 and 2008, during which time PKP Intercity acquired from PESA 14 Class ED74 160 km/h EMUs for the route. Unfortunately these trains were restricted to 130 km/h as Polish regulations require a secondman in the cab if higher speeds are to be reached. In May 2011 a contract worth PLN870 million for Lot A Phase 2 of the upgrade, covering Skierniewice-Warszawa Zachodnia, was awarded to Przedsiębiorstwo Napraw Infrastruktury, PKP Energetyka and Pomorskie Przedsiębiorstwo Mechaniczno-Torowe, the goal being to raise line speed throughout to 160 km/h and reduce journey time from the capital to Łódź to 65 minutes. Lot B covers the branch from Koluszki to Łódź-Widzew (the current terminus for most services, while Łódź Fabryczna is being demolished and buried). Lot C covers completion of the traffic control centre in Skierniewice. According to a PKP PLK line speeds map dated 2010, the whole Warszawa-Łódź route is passed for running at speeds in excess of 120 km/h. The fastest time at present is still no better than 1 h 39 min, managed by a couple of services per day – and that with trains terminating at Łódź Widzew. Following an agreement signed in August 2011 between PKP, the city council and the Torpol consortium which is to realise the project, 19 October saw the somewhat delayed closure of Łódź Fabryczna terminus. Rebuilding it into a through bus/tram/rail interchange station, below street level and claimed to be the first of its kind in Poland, is expected to cost PLN1.759 billion. The Torpol consortium includes Astaldi, PUT Intercor and Przedsiębiorstwo Budowy Dróg i Mostów. Finance is being provided by PKP PLK (PLN1.288 billion), Łódź city council (PLN412,905) and parent company PKP (PLN57.5 million). A 42-month timescale is allowed for the work, with 2015 cited as the year for re-inauguration, including the line under the redeveloped city centre to Łódź Kaliska. The new station will have eight tracks and four platforms. Two tunnels will be required, one


for high-speed trains, the other for conventional services, with two intermediate stations, at a depth of 16.5 m below street level. Some train services are terminated 5 km east at Łódź-Widzew, others are diverted via the southern suburban line via Łódź Chojny to Łódź Kaliska. The demolition of the station building, dating from the 1860s, has been condemned as iconoclastic. Warszawa-Gdansk This is considered to be the most ambitious upgrade project currently being tackled. The 329 km line, part of Corridor E-65, divides itself into two quite distinct sections. As far as Dzialdowo (149 km) it traverses flat countryside and is fairly straight. North of there, it crosses glacial deposits, and the hilly nature of the countryside results in some sharp curves and fairly steep gradients. Line speed has been 120 km/h for many years. Project work began in 2007 and was scheduled for completion in 2013, helped by an EIB loan of EUR400 million. A major incentive was the Euro 2012 football championship, but clearly the upgrade will not be finished by summer 2012 – nor will the EMUs ordered from Alstom in 2011 for use on this line be ready. The objective is to cut journey time from Warszawa to Gdansk to 2 h13 min, with line speeds as high as 250 km/h. The infrastructure is to be upgraded to accept a 22.5-tonne axleload, involving strengthening of most underbridges. Local traffic control centres are to be built at Nasielsk (covering 66.53 km of route), Działdowo (53.7 km) and Tczew (28 km). Various stations are to be modernised, usually involving raising platform height. Phase 1 involved project design, and was completed in 2006. Phase 2, covering 150 km of route, is estimated to cost EUR475,522,000, with 84% finance from the EU’s Cohesion Fund, the remainder from the state budget. Phase 3 will cover the difficult (in relative terms) northern section of line and is regarded as the largest single investment in Polish rail infrastructure since the CMK was built in the 1970s. It should be noted that this is probably the first Polish line upgrade to involve major realignments and land expropriation, and hence has pioneer characteristics. Work began on the ground in August 2008 between Warszawa and Legionowo (18.5 km) as part of the general Warszawa Rail Hub project. The winning consortium was led by Trakcja Polska, whose partners were Przedsiebiorstwo Robót Kolejowych i Inzynieryjnych (Wrocław), Przedsiebiorstwo Robót Komunikacyjnych-7 (Warszawa), Przedsiebiorstwo Robót Komunikacyjnych w Krakowie and Bombardier Transportation (ZWUS). In August 2008 a contract was awarded to MGGP and Agua y Estructuras to cover supervision of upgrading work between km 287.7 and 313.7, near Tczew. Poznan-Wrocław In early November 2011 it was announced that the European Investment Bank would provide a EUR120 million loan for upgrading 58 km of the E-59 TEN-T corridor between Poznan, Wrocław and the Czech border at Chałupki. This will raise line speed to 160 km/h. Noise barriers, increasingly common on Polish main lines, will be provided. Completion of the upgrade is scheduled for 2015. Other recent and current infrastructure upgrades and project preparations undertaken or planned by PKP PLK in the period leading up to autumn 2011 were:


• E-59 Poznań-Szczecin/Świnoujście unpgrade, project preparation funded by

TEN-T, EUR3.6 million, 2008-10. • Line 402 Goleniów-Kołobrzeg, funded by Regionalne Programy Operacyjne

(RPO), PLN55,085,000, 2010-13. Includes building short airport branch at Goleniów (serving Szczecin).

• Walce-Kalisz Pomorski/Ulikowo upgrade, PLN19,758, 915, funded by RPO, 2010-13.

• E-59 Międzylesie (Czech border)-Wrocław/Kostrzyn Phase 1 project preparation EUR3.216 million. Funded by the Fundusz Spójśnoci (FS), 2008-10.

• Krzyż-Gorzów Wielkopolski/Kostrzyn (Line 203) upgrade, PLN24,222,000 funded by RPO, 2010-11.

• Zbąszynek-Gorzów Wielkopolski (Line 367) upgrade, PLN21,617,000, funded by the RPO, 2010-11.

• Rzepin-Siedlce, Line E-20, technical assistance in preparing project for next stages of the upgrade which includes the Warszawa by-pass (mainly used by freight) to the south of the city via Skierniewice and Piława, PLN14,765,600, financed by the IPSA (Instrument Przedakcesyjny Polityki Strukturalnej), 2004-12.

• Czerwieńsk-Zbąszynek (Line 358) upgrade, PLN73,150,836, funded by RPO, 2010-12.

• Wolsztyn-Lubon (Poznań) (Line 357), PLN84,481,678, funded by RPO, 2010-12. • Goląńcz-Poznań (Line 356), PLN153,606,151, funded by RPO, 2010-13. • E-59 Poznań-Wrocław upgrade, 30,000,000 EUR, funded by FS, 2006 to 2010. • E-30 Węgliniec-Zgorzelec and Węgliniec-Bielawa Dolna upgrade, cost depending

on EU Commission finance memorandum, to be funded by IPSA, stated for ‘between 2002 and 2010’.

• E-30 Węgliniec-Legnica upgrade, cost depending on EU Commission finance memorandum, to be funded by IPSA, stated for ‘between 2001 and 2010’.

• E-30 Legnica-Wrocław/Opole, installation of ERTMS and GSM-R, PLN123,980,000, funded by the 2007-13 Program OIperacyjny Infrastruktura I Srodwisko (POIiS).

• Upper part of Jelenia Góra-Szklarska Poręba branch (Line 311) upgrade, PLN29,200,000, funded by RPO, 2010-12.

• Duszniki Zdrój-Kudowa Zdrój (Line 309) upgrade, PLN56,695,000, funded by RPO, 2010-12.

• Katowice Rail Hub, Kędzierzyn Koźle via Rybnik, Katowice, Zawiercie, Tarnowskie Góry, and Gliwice (circular), including a loop from Rybnik to Chybie, Oświęcim and Katowice, project preparation for line upgrades funded by TEN-T, EUR7,360,000, 2008-11.

• Zabrze-Katowice/Kraków upgrade stage 2, PLN2,484,176,000, funded by POIiS, 2010-15.

• Mydlniki-Balice airport branch, extension to terminal, PLN296.626,000, funded by POLiIS, 2010-11.

• Kraków Bonarka-Kraków Swoszowice upgrade, PLN18,772,106, funded by RPO, 2008-11.


• Wielicka Rynek branch upgrade, PLN252,520,000, funded by POLIiS, 2007-13. • E-30 upgrade, Kraków to Rzeszów, PLN3,829,572,440, funded by POLIiS, 2010-

14. • Tarnów to Stróże (Line 96) upgrade, PLN58,763,612, funded by RPO, 2009-11. • Rzeszów to Jasło (Line 106) (two long sections) upgrade, PLN160,722,435,

funded by (RPO), 2010-13. • Jasło to Zagórz (Line 108) (three sections) upgrade, PLN63,101,195, funded by

RPO, 2010-13. • Lublin-Stara Wola Rozwadów (Line 68) upgrade, PLN28,638,000, funded by

RPO, 2011. • Lublin-Lubartów (Line 30) upgrade, PLN40,382,000, funded by RPO, 2011-13. • Branch from Swidnice (Line 7) to Lublin Airport, PLN14,751,000, funded by

RPO, 2011-2012. • Lublin-Rejowiec/Chełm (Line 7) upgrade, also covering Rejowiec-

Zawada/Zwierzyniec (Line 69), PLN28,638,000, funded by RPO, 2012. • Line E65 (CMK) technical assistance in upgrade phase 2 (ERTMS installation),

Grodzisk Mazowiecki to Zawiercie, 17,645,314 EUR financed by TEN-T. • E65 Gdynia-Tczew-Inowrocław-Zduńska Wola-Tarnowskie Góry-Pszczyna,

study for upgrade, EUR2,885,000, funded by TEN-T 2008-10. • Zgierz-Łowicz (Line 15) upgrading, including development of a project for

building a branch to W Reymonta airport, PLN53,869,419, funded by RPO. Completed 2011.

• Warszawa-Łódź, Lot C, traffic control centre in Skierniewice, PLN290,331,498, funded by POIiS, 2010-15.

• Moderenisation of the Warszawa Rail Hub, preparatory project work, EUR6,550,000, funded by TEN-T, 2009-11

• Dęblin-Łuków (Line 26) upgrade, PLN28,638,000, funded by RPO, 2010-11. • Okęcie-Warszawa Airport branch, PLN301,442,737, funded by POIiS, 2007-12.

Spring 2012 inauguration. • E-20 Siedlce to Terespol, Phase 1, EUR261,362, 202, funded by ISPA, 2004-10. • Warszawa-Bialystok/Trakiszki (Rail Baltica), technical assistance for project

preparation, EUR1,979,553, funded by ISPA, completion 2011. • Olsztyn-Szczytno and towards Wielbark (Line 219) upgrade, together with link to

Szymany Airport, funded by RPO. Stage I, PLN98 293,915; Stage 2, PLN10,000,000. 2008-13.

• E-65 Warszawa-Gdynia, upgrades and realignments, in stages. First stage to Nasielsk covered by Warszawa Hub scheme, Stage 2, EUR480,325,000, funded by FS, 2007-12. North of Nasielsk to Działdowo most of this stretch is funded by POIiS, PLN1,943,855,259, 2009-13. From Dzialdowo to south of Iława PLN1,289,590,205, funded by POIiS. From south of Iława to west of Malbork PLN2,351,631,000, funded by POIiS, 2011-13. From west of Malbork to north of Tczew, EUR480,325,000, from FS, 2006-12. Through Gdańsk to Gdynia, PLN983,008,410, funded by FS, 2011-14.

• Reda to Hel (Line 213) upgrade, PLN95,264,458, funded by RPO, 2011-13. • Gdynia-Kościerzyna (Line 201), PLN86,693,655, funded by RPO, 2011-13. • Toruń-Grudziądz (Line 207), PLN95,760,745, funded by RPO, 2007-13.


3. Passenger operations Long-distance PKP Intercity ul Grójecka 17, 02-021 Warszawa, Tel: (00 48) 22 47 42 83 E-mail: [email protected] Website: www.intercity.pl/ Capital: PLN1,358,266,950 President: Janusz Malinowski PKP Intercity started commercial activities on 1 September 2001, responsible for only 147 top rank domestic and international services. In 2005 a new suite of budget fare services was started up under the brand name TLK. This originally stood for Tanie Linie Kolejowe (Cheap Rail Routes) but in December 2008 the offer was renamed Twoje Linie Kolejowe (Your Rail Routes). On 1 December of that year PKP Intercity assumed responsibility for operating inter-provincial trains hitherto the responsibility of PKP Przewozy Regionalne, and received 1,908 carriages from the latter for these. Some 3,500 PKP PR employees were also transferred to PKP Intercity, swelling the latter’s workforce to around 7,900. The locomotive fleet increased to 383 machines. In 2009 PKP Intercity recovered around 96% of its costs from fare revenue. There are currently three groups of PKP Intercity services:

• Express InterCity (EIC): premium quality trains with air-conditioned stock, buffet or restaurant cars, vacuum retention WCs and first class compartments with just four seats.

• Express (Ex): fast services linking the main centres of population, modernised rolling stock, six-seat compartments or 2+2 seating in open saloons, buffet or restaurant cars.

• Twoje Linie Kolejowe (TLK): slower, budget priced services, often operating via indirect or unusual routes.

PKP Intercity was operating 337 services per day in 2011. These comprised 269 TLK services, 46 Ex and 22 EIC trains. In 2009 163.1 million passenger journeys were recorded. The longest PKP Intercity domestic service is the TLK train linking Kraków with Kołobrzeg (1,079 km). The longest international service is the Jan Kiepura EuroNight sleeper from Warszawa to Amsterdam (1,631 km), introduced between Warszawa and Brussels in 2004.


After a long wait while financing methods were established, on 30 May 2011 PKP and Alstom signed a contract for 20 250 km/h, non-tilting, seven-car New Pendolino EMUs for PKP Intercity services, with seats for 402 passengers. Worth EUR665 million (EUR1.65 million per passenger seat), the deal includes 17 years of maintenance for the triple-voltage (15 and 25 kV AC, 3 kV DC) trains, which will feature rheostatic and regenerative braking, and will conform to TSI noise standards. They will be equipped with Polish, Czech, Austrian and German ATP systems and ERTMS (currently being installed on the Warszawa-Katowice CMK). Construction will be undertaken at the Alstom’s Savigliano factory in Italy, with the first trains scheduled for delivery in 2014. Servicing and maintenance will be undertaken at a new 12,000 m² depot in Warszawa, where around 100 staff will be employed. The trains will be used on the north-south corridor from Trójmiasto (Gdynia, Sopot and Gdańsk) to the capital and Kraków and Katowice. Upgrading work is currently in progress on the whole of this route, with the speed limit on the CMK being raised initially from 160 to 200 km/h in late 2011 or early 2012. The fastest Warszawa to Gdańsk journey time will be reduced by over 90 minutes to 2 h30 min, that from Warszawa to Katowice or Kraków by about 45 minutes to just over 2 h. 50% of the cost of the New Pendolinos is to be covered by a government-guaranteed EIB loan, the granting of which now depended on the European Commission viewing favourably the 15-year operating contract awarded by the government on 25 February 2011 to PKP Intercity. This could in some quarters be viewed as granting the state operator a monopoly. Fleet

Diesel locomotives:

52 – SM42 (49); SU45 (3)

Electric locomotives:

397 – EU07 (168), EP07 (158), EP08 (9), EP09 (47); EU44 (10); E189 (5)

EMUs:

14 – ED74

Coaches:

3,100

Class EU44 are Siemens ES64U4s. owned by the company; Class E189 are Siemens ES64F4, leased in. On 5 October 2011 PKP Intercity invited tenders for 30 double-deck coaches to be delivered in 2014 for use on Warszawa to Łódz expresses – by then upgrading work on the line should be practically complete, with the possibility of accelerated journey times. One of the conditions for bidding was that prospective manufacturers must have already


had experience in building such stock. That rules out PESA, which had entertained hopes of bidding and whose appeal to the KIO, the National Appeal Board, failed to draw sympathy. Bombardier, Skoda, Siemens and Newag have already expressed interest, probably acting as consortia. The deadline for submission of bids is 17 January 2012. Local passenger transport – state-owned operators Przewozy Regionalne ul Wileńską 14a, 03-414 Warszawa Tel: (00 48) 22 474 14 05, 474 26 02 Fax: (00 48) 22 474 40 39 E-mail: [email protected] Website: www.przewozyregionalne.pl President: Małgorzata Kuczewska – Łaska Capital: PLN1,540,606,000 While PKP Cargo (Section 4) and PKP Intercity were created to look tempting to private investors, it is impossible to say the same about the vast heterogeneous group of PR (Przewozy Regionalne) services. PKP PR started in 2001 responsible for more than 90% of Poland's total passenger services. After just 15 months of existence this 'business sector', struggling to maintain infrequent, slow and sparsely patronised diesel-hauled services, mostly on lines threading deep rural areas, had generated a deficit of PLN1.37 billion. It had hoped for a state subsidy of PLN800 million for 2002; the Ministry of Finance promised PLN500 million, and in the end it only received PLN256.4 million. Following a shake-up of the reduced/privilege fare system in the winter of 2001-02, PKP PR also had to find PLN300 million to cover the resulting loss of revenue. In the late 1990s the provinces were enthusiastic about assuming responsibility for deficit-generating passenger services and subsidising them. Nearly a decade of patience was required before this could be achieved. PKP Przewozy Regionalne started as the largest by far of the new passenger sectors, with operations ranging from frequent suburban services in Warszawa, through infrequent deep rural routes, to long-distance inter-provincial expresses and even international trains. Cross-subsidy of non-remunerative services by more profitable intercity passenger services and freight operations, which EU legislation did not permit, became very difficult. The first few years of the new millennium saw numerous service cuts and line closures, while there were protracted annual negotiations over the amount of subsidy to be provided for each province. On 1 January 2004 subsidising provincial services became the responsibility of the provincial administrations rather than being provided at national government level. This created ambiguities and conflicts where inter-provincial services, some of a local nature, were involved. It also prompted the creation of railway companies owned by the provincial administrations. The first of these was Koleje Mazowieckie, while between 2004 and 2006 PKP PR and Wielkopolska province held talks over the founding of a similar concern, in which the latter province would hold 51% of the shares and PKP PR 49%.


The incumbent operator was then unwilling to co-operate. In 2008 the government decided to transfer all local PKP PR services to the provinces, which would become shareholders in Przewozy Regionalne. Practically all inter-provincial services would become the responsibility of PKP Intercity, which did not favour this move since it would be shouldering the costs of operating a large number of sparsely patronised trains of lower quality than its own. On 1 December 2008 the provinces assumed full responsibility for the financing and organisation of local rail serviced within their geographical ambits, and in the same month PKP Przewozy Regionalne duly dropped ‘PKP’ from its title, and is generally referred to by its initials, PR. The provinces are shareholders in PR, with the following structure: Province

Shares

% shareholding

Dolnośląskie 92,750 7.3 Kujawsko-Pomorskie 73,691 5.8 Łódzkie 72,421 5.7 Lubelskie 69,880 5.5 Lubuskie 45,739 3.6 Małopolskie 81,315 6.4 Mazowieckie 171,523 13.5 Opolskie 43,198 3.4 Podkarpackie 62,257 4.9 Podlaskie 48,281 3.8 Pomorskie 90,208 7.1 Śląskie 116,890 9.2 Świętokrzyskie 38,116 3.0 Warmińsko-Mazurskie 67,339 5.3 Wielkopolskie 123,243 9.7 Zachodniopomorskie 73,691 5.8 Although Mazowsze province is a shareholder, PR provides no services there, the main operator being Koleje Mazowieckie. In June 2011 PR had 13,423 employees. In 2010 it moved 96.1 million passengers (4,091 million passenger km). Rather surprisingly, the first decade of the new millennium had resulted in a ‘DMU Revolution’, with the provinces funding the purchase of new trains of new designs, the goal being to eliminate the traditional Polish image of the rural train – locomotive plus hauled stock – and to encourage local train manufacturers such as PESA and Newag to develop new vehicles and break into the export market (which PESA achieved highly successfully in the case of Italy).


Fleet (December 2009)

Diesel locomotives:

136 – SM42 (30); SU42 (40); SU45 (51); SP32 (13)


28 – Classes EU07, EP07, EP08, EP09 and EU44

DMUs:

12

EMUs:

880 – EN57 (808); EN71 (35); ED72 (20); ED73 (1); 14WE (1)

Coaches:

898 – 709 second class and 102 first class, the majority Types 120A, 111A and double-deck Type Bdhpumn.

In addition to the above DMUs, on behalf of the provinces PR operates 91 vehicles financed/owned by the latter, as well as 10 EMUs (1 ED59 (Łódz); 4 EN75; 5 EN77). InterREGIO ul Wileńska 14a, 03-414 Warszawa Tel: (00 48) 474 14 05, 474 36 03 E-mail: [email protected] Website: http://przewozyregionalne.pl/kontakt.html In March 2009 PR created a subsidiary, interREGIO, to compete with PKP Intercity TLK services by offering attractively priced long-distance trains on cross-country routes, many just running on Fridays and Sundays. A suite of around 100 low fare InterREGIO trains was developed. The new product line, marketed as REGIOekspress, was unveiled on 1 June 2010. The first two services were Warszawa-Poznan and Szczecin and Warszawa-Kraków and Rzeszów, one train pair daily on each route. Although the journey time and fare (between PLN44 and 46, around EUR11) are the same as for the earlier InterREGIO trains on these routes, refurbished carriages are gradually being drafted into use. In 2010 InterREGIO and REGIOekspress services carried 18.22 million passengers (2,368.55 million passenger-km). However, this was against the background of a troubled year that saw deep conflicts over track access charges payable to infrastructure operator PKP PLK, leading to the temporary suspension of some services. PR and PKP Intercity were also involved in the dispute, which required government intervention.


PKP SKM PKP Szybka Kolej Miejska w Trójmieście ul Morska 350a, 81-002 Gdynia-Cisowa Tel: (00 48) 58 721 29 11 Fax: (00 48) 58 721 29 91 E-mail: [email protected]; [email protected] Website: www.skm.pkp.pl President: Maciej Lignowski Capital: PLN125,015,000 PKP SKM was founded on 1 July 2001, although the history of the intensive service linking Gdańsk, Sopot and Gdynia dates back to the period of urban reconstruction following the Second World War, when, for the first time, the three main towns which make up the conurbation appropriately known as Trójmiasto (‘The Three Cities’) lay within Polish territory. Class EW90, EW91 and EW92 800 V DC third-rail electric trains acquired secondhand from the Berlin S-Bahn inaugurated services in the 1950s. By the mid-1960s the suburban system was carrying over 250,000 passengers per day. In 1976 the system was converted to the standard 3kV DC overhead power supply. An electronic traffic control system was installed in 1988 and displays were provided showing passengers next train information. From January 2007 ticket vending machines have been installed at various stations (21 by early 2011). Services operated in summer 2011 were:

• Tczew - Gdańsk Główny (peak hours only); • Gdańsk Główny - Gdynia Chylonia and Wejherowo (frequent throughout the

day); • Gdańsk Główny - Wejherowo, Lębork and Słupsk (mostly at peak periods).

SKM Trójmiasto employs 835 people. Fleet EMUs:

64 – EN57 (43); EW58 (7); EN71 (14)

Local passenger transport – open access operators Arriva Arriva RP, ul Stępińska 22/30, 00-739 Warszawa Toruń office: ul Szosa Chełmińska 17, 87-100 Toruń Tel: (00 48) 56 661 20 31, 56 661 20 32 Fax: 56 661 20 33 E-mail: [email protected] Website: www.arriva.pl


CEO: Fabien Courtellemont Capital: PLN4,000,000 At present this is the only Polish open access passenger operation handled by a private company. It was founded in October 2007 as Arriva PCC, a joint venture between Arriva, a major British public transport operator, and PCC Rail, which at that time was developing as one of Poland’s leading open access rail freight operators. In late 2007, Arriva PCC won a three-year contract from Kujavsko-Pomorskie province to provide local passenger services on non-electrified routes from December that year. A number of DMUs were taken over from PKP PR, these having been acquired for the latter by the province. In 2009 DB acquired PCC Rail, which towards the end of the year was renamed DB Schenker Rail Polska. In 2010 the German operator also acquired Arriva plc in the United Kingdom for GBP1.5 billion. In October 2010 Arriva PR (which on 25 June had changed its name to reflect its altered status) was awarded a new 10-year contract, starting on 11 December that year, to provide local passenger services on non-electrified routes. In 2009 around 3 million passengers were carried. Services operated are:

• Toruń Główny to Lipno and Sierpc. • Bydgoszcz Główna to Wierzchucin and Chojnice. • Wierzchucin to Laskowice Pomorskie, Grudziądz, Jabłonowo Pomorskie and

Brodnica. • Toruń Główny to Lipno and Sierpc. • Laskowice Pomorskie to Szlachta, Czersk and Kościerzyna (with connecting and

through services to Chojnice and Wierzchucin). • Bydgoszcz Główna to Chełmża.

Seasonal excursions are also operated. Arriva has been less adventurous than some provincial-owned operators (such as Koleje Mazowickie) in ordering new stock. This probably reflects the time-span of the original concession, three years being unsuitable for forward strategic planning and investment. One of the terms of the new contract was that new trains should be acquired. In November 2011 an agreement was signed with PESA for four two-car 120-seat, 120 km/h Class SA133 DMUs. The operator’s first new trains were two Class SA134 DMUs acquired in 2007. Fleet DMUs:

23 – SA106 single-car (13); SA134 two-car (2); MR two-car (7, ex-DSB); Ym three-car (1, ex-DSB)


Koleje Dolnośląskie ul Wojska Polskiego 1, lok 5, 59-220 Legnica Tel: (00 48) 76 850 65 11 Fax: (00 48) 76 855 33 02 E-mail: [email protected] Website: http://kolejedolnoslaskie.eu/ President: Genowefa Ładniak Capital: PLN8,100,000 Koleje Dolnośląskie was founded in 2007 by the provincial council and ran its first train on 14 December that year. In January 2009 the line from Kłodzko to Wałbrzych was reopened to passenger traffic after several years catering only for freight. In May 2009 passenger services were restored to the local line from Wrocław to Trzebnica. By summer 2011 the company was providing services on nine routes. In 2010 KD carried 675,700 passengers. A modest loss of PLN43,300 was incurred with revenue amounting to PLN23,479,800. The company employs 120 people. Of note is the Jelenia Góra-Szklarska Poręba service. This forms part of an international line through to Tanvald in the Czech Republic, re-inaugurated on 3 July 2010. On the descent on the Czech side are three sections of rack totalling 4,744 m, with a maximum gradient of 5.75‰. The rack, although not used since the 1980s, is an industrial monument and presents a clearance obstacle to modern DMUs with low-floor sections. Rebuilding the summit section of the line across the mountains started in January 2008. Fleet DMUs:

19 – SA106 (1); SA109 (2); SA132 (1); SA134 (6); SA135 (9)

In July 2011 awarded Newag a PLN99,999,000 contract to build five four-car articulated EMUs. Koleje Mazowieckie ul Lubelska 1, 03-802 Warszawa Tel: (00 48) 22 47 37 900, 22 47 38 716 Fax: (00 48) 22 47 37 616, 22 47 38 814 E-mail: [email protected] Website: www.mazowieckie.com.pl CEO: Artur Radwan Capital: PLN481,909,000 Koleje Mazowieckie was founded in 2004 to provide local services within Mazowsze province. The latter then held 51% of the shares, and PKP PR the remaining 49%. First services ran on 1 January 2005. The province steadily bought up PKP PR’s shares and by the end of 2007 was the sole stakeholder. In 2009 KM recovered about 60% of its


operating costs from fare revenue, a reasonable figure given that many services are of a suburban or outer suburban nature, with the need to cater for peak period travel. The company operates over 12 routes, with an additional Warszawa-Gdańsk service in July and August only. Fleet


11 – TRAXX P160 DC electric locomotives equipped for push-pull operation with new double-deck stock

DMUs:

11 – VT627 DMUs (7, ex-DB); VT628 DMUs (4, ex-DB)

EMUs:

219 – EN57 (186, around 50% refurbished, a few with asynchronous traction motors); EN71 (5); EW60 (2); Class ER75 (FLIRT) (10); ELF (16, deliveries in progress)

Koleje Śląskie ul Wita Stwosza 7, 40-040 Katowice Tel: (00 48) 32 494 06 63 Fax: (00 48) 32 494 06 62 E-mail: [email protected] Website: www.kolejeslaskie.com President: Marek Worach Capital: PLN15,000,000 Koleje Śląskie was founded by Śląsk provincial council, the sole shareholder, in April 2010. It started its own services between Częstochowa, Katowice and Gliwice on 1 October 2011, offering roughly half-hourly trains, and and planned to run a service between Gliwice and Bytom from December 2011, also with much enhanced service frequencies. At weekends there are two train pairs daily linking Częstochowa and Sosnowiec Główny with the mountain resort of Wisła Głębce (181.3 km). Koleje Śląskie illustrates a paradox likely to become even more common in Poland. It is owned by the provincial council, its sole shareholder. The provincial council is also the owner of Przewozy Regionalne, which continues to operate its services, and which has to provide booking office facilities and station public address announcements for passengers. Both operators honour the tickets issued by each other. Koleje Śląskie has drawn on PR employees for drivers and other railway staff. Both concerns, owned by the province, have to ‘compete’ for passengers.


Fleet


2 – TRAXX F 140 MS electrics hired from Lotos Kolej

DMUs:

1 – Class SA109

EMUs:

15 – EN75 FLIRT (4); EN57 (hired from Koleje Mazowieckie) (2); EN76 ELF (9)

Koleje Śląskie took over from Przewozy Regionalne four Class EN75 FLIRT EMUs, construction of which was financed by the province. The province also ordered nine type 22WE Class EN76 ELF EMUs from PESA. By October 2011 eight had been delivered and were stored at Łazy depot until the launch of services. The operator also has a Class SA109 two-car DMU built by the now defunct Kolzam of Racibórz in 2004, currently used by PR between Częstochowa and Lubliniec. On 10 June 2011 bids were invited for lease of five EMUs. The services launched in October 2011 required 100% availability of EMUs and motive power. Two Class EN57 EMUs have been hired from Koleje Mazowieckie, and two TRAXX F 140 MS electrics from Lotos Kolej, together with 10 Type B carriages from CD. The last-mentioned operate in rakes of four, two vehicles being held spare. Koleje Wielkopolskie ul Składowa 5, 61-897 Poznań Tel: (00 48) 61 279 27 00 Fax: (00 48) 61 279 27 09 E-mail: [email protected]; [email protected] Website: www.koleje-wielkopolskie.com.pl President: Włodzimierz Wilkanowicz Capital: PLN5,000,000 The decision to found Koleje Wielkopolskie was taken in September 2009. The new company received its EU safety case in July 2010, but had to wait until March 2011 to receive that granted by the UTK. Public services started on 1 June 2011 on three routes. The administrative workforce amounted to 130 in summer 2011. On order from PESA are 22 ELF EMUs, to be delivered between 2012 and 2014 for use on services between Zbąszynek, Poznań, Kłodawa and Kutno and between Poznań, Gniezno and Inowrocław.


Fleet

DMUs:

22 – SA105 single-car (2); SA108 two-car (7); SA132 two-car (11); SA134 two-car (2)

EMUs:

12 – EN57 (to be modernised by Newag with asynchronous traction motors)

Szybka Kolej Miejska w Warszawie (SKM Warszawa) Aleje Jerozolimskie 125/127, 02-017 Warszawa Tel: (00 48) 22 69 97 235 Fax: (00 48) 22 69 97 236 E-mail: [email protected] Website: www.skm.warszawa.pl President: Leszek Walczak The first electrification schemes in the Warszawa district dated from the mid-1930s – from Otwock to Pruszków inaugurated in 1936 and thence to Żyrardów in 1937 and from Warszawa to Minsk Mazowiecki in the same year. During the Communist era the remainder of the local network serving the capital was electrified, at 3 kV DC. A report published in late 2002 by the transport economists R Wodzickiego and A Fularza recommended the creation of an east-to-west suburban passenger service axis along the lines of SKM Trójmiesto, the German S-Bahn networks or the Spanish Cercanías systems. Szybka Kolej Miejska was founded in 2004 by the city council. It was initially a joint venture between the municipality (50%), Metro Warszawskie (49%), and Tramwaje Warszawskie (1%), the two last-mentioned also owned by the city council. SKM Warszawa was thus entirely independent from PKP Przewozy Regionalne. Six Class EN57 EMUs were sent to Newag for extensive rebuilding, and services started in autumn 2005 between Warszawa Zachodnia to Warszawa Falenica. They were not popular – there was competition from parallel tram routes, there were insufficient paths for the trains at peak periods, and since the rejuvenated Class 14WE EMUs retained their original, ageing traction equipment, in spite of their modern, streamlined appearance they suffered from the same availability and reliability problems as unrefurbished EN57s. This led the operator to suspend the service in July 2006 and instead use the trains between Warszawa Zachodnia and Sulejówek, which produced the hoped-for patronage. Two more EN57s were rebuilt as 14WEs, and the city council became the sole shareholder. Four new 19WE EMUs were delivered from Newag in 2010. 13 Class 27WE ELF EMUs were also ordered from PESA to operate between Okęcie airport (Terminal A) in the southern suburbs, the city centre, and Legionowo/Sulejówek. Deliveries began in mid-2011. A 1.5 km branch is being built to the airport terminal from the Warszawa to Radom main line, at a cost of PLN230 million. The station at the terminal was completed in


2008, but the branch was still under construction in 2011, March 2012 being cited as the inauguration target. Routes operated:

• S1 Otwock via city centre to Pruszków. • S2 Warszawa Zachodnia via city centre to Sulejówek-Miłosna. • S9 Warszawa Gdaska via Warszawa Praga to Legionowo and Wieliszew, in late

2011 operated by Koleje Mazowieckie due to a rolling stock shortage. Fleet EMUs:

18 – EN57 (4); EN71 (2); 14WE (8, rebuilt EN57); 19WE (4)

On order, being built and under delivery in 2011 were: 13 27WE (six-car ELF EMUs, from PESA, deliveries starting summer 2011); six 35WE (six-car EMUs, from Newag, delivery in progress late 2011). Usedomer Bäderbahn Website: www.ubb-online.com Based in Seebad Heringdorf in Germany, this is a 100% subsidiary of Deutsche Bahn. It operates the railways on the island of Usedom, from Stralsund to Barth, Peenemünde to Zinnowitz, and Stralsund to Züssow, Heringsdorf and Świnoujście. Construction of the 1.5 km extension of line from Ahlbeck-Grenze to Świnoujście Centrum in Polish territory was inaugurated in September 2008. Services are maintained using a fleet of Stadler-built GTW 2/6 DMUs. UBB presents no serious competitive threat to the Polish state network. However, it could certainly ‘milk’ PKP Cargo of freight traffic if it ever realises plans to revive the 61 km line from Świnoujście Centrum to Świnoujście Port and thence to Sweinemünde Hauptbahnhof, across the border at Golm, and back onto the German mainland at Karnin, to join up with the Stralsund to Pasewalk and Szczecin main line at Ducherow. This railway, a through route to Stettiner Bahnhof, Berlin, was closed by military action in 1945. However, the cost of the project, estimated at EUR120 million, is probably prohibitive, even if it would put Świnoujście within two hours by rail of Berlin – faster than via Szczecin. Warszawska Kolej Dojazdowa ul Batorego 23 (wjazd od ul Radońskiej), 05-825 Grodzisk Mazowiecki Tel: (00 48) 22 755 55 64 Fax (00 48) 22 755 20 85 E-mail: [email protected]; [email protected] Website: www.wkd.com.pl/index.php President: Gregorz Dymecki Capital: PLN15,500,000


Inaugurated in 1927 and electrified at 600 V DC, what was originally known as the Elektryczna Kolej Dojazdowa (‘Electric Suburban Railway’), runs from Warszawa Śródmieście WKD (alongside the platforms on the main PKP PLK cross-city line) southwest for 32.6 km through the suburbs to Grodzisk Mazowiecki Radońska (where the depot and works is situated), with a 2.7 km branch from Podkowa Leśna Zachodnia to Milanówek Grudów. From Komorów there is a short connecting line to Pruszków on the parallel to the north main line from Warszawa to Katowice, only used at present by infrastructure and engineering trains. When PKP was split into business sectors the WKD was transferred to PKP Warszawska Kolej Dojazdowa in 2001. In 2007 the line was handed over to a consortium formed by Mazowsze provincial council and the local municipalities which it serves, and ‘PKP’ was dropped from the company’s name. Mazowsze province holds 73% of the shares, with the remainder distributed among the municipalities of Pruszków (9%), Podkowa Leśna (4%), Milanówek (2.6%), Grodzisk Mazowiecki (4.9%), Brwinów (4.9%) and Michałowice (1.6%). Projects exist for extending the line to the huge Janki shopping complex Warszawa-Katowice road, and for building halts on the Komorów to Pruszków line and introducing a passenger service there. Passenger numbers on the WKD network rose from 6.09 million in 2003 to 7.07 million in 2008, dropped to 6.63 million in 2009, then recovered to 6.90 million in 2010. Services are operated by 30 survivors of a fleet of 39 Class EN94 two-car articulated EMUs built by Pafawag. PESA built a prototype four-car Class EN95 EMU in 2004, but it was not until March 2010 that a PLN281 million order was placed with this manufacturer for 14 new trains to replace the EN94s. Fleet EMUs:

31 – EN94 (30); EN95 (1)

Suburban rail developments The following projects are representative of urban initiatives to provide integrated suburban rail services. They clearly envisage a rupture with PR and the establishment of separate operating companies, though paradoxically, with the gmina as the initial shareholder. While the Trójmiasto conurbation (Three Cities – Gdansk, Sopot and Gdynia) was the first urban area in Poland to develop a comprehensive SKM (Szybka Kolej Miejska, Fast Urban Railway) service format – frequent trains running to clockface timetables, and the PKP SKM business sector was not founded until 1 July 2001, the basis for SKM dates back to the early post-war years, when 800 V DC third-rail EMUs were acquired from Berlin. The lines were subsequently re-electrified at 3 kV DC overhead. An SKM system


for Warszawa was proposed in 2002, and two years later SKM Warszawa was founded by the city council, Metro Warszawskie and Tramwaje Warszawskie, services starting in 2005. Other cities, like Wroclaw, and conurbations, such as Slask, are considering SKMs. Krakowska Szybka Kolej Miejska Krakowska Szybka Kolej Miejska was a project developed in 2002 to improve and expand the Krakow’s suburban rail network. Three lines were envisaged: • S1: Prądnik Czerwony via Dworzec Główny to Wieliczka Rynek • S2: Balice (airport) via Dworzec Główny to Niepołmice • S3: Lubocza via Dworzec Główny to Skawina Although an SKM has not yet been created, S2 is now a reality following upgrading of the Kraków Mydlinki-Balice branch line. Services started on 25 May 2006, the terminus halt being around 500 m from the airport terminal. There are now plans to extend the line to the latter and to electrify the branch. In the east, the branch from Bieżanów to Wieliczka Rynek, threatened with closure soon after the turn of the millennium, is now being upgraded. The operator is PR. Łódzka Kolej Aglomeracyjna The definitive agreement to provide Łódź with an integrated suburban rail network, complementing that of the metre gauge tramway system, was signed on 29 June 2010, involving the city council and 11 other municipalities (Głowno, Koluszki, Kutno, Łask, Łęczyca, Łowicz, Ozorków, Pabianice, Stryków, Zduńska Wola and Zgierz), as well as the provincial council. Nine existing stations are to be modernised and eight new ones built, and Park&Ride facilities provided at several of them. Four suburban/local routes are envisaged: • A1: Łódź to Koluszki • A2: Zduńska Wola to Łódź • A3: Zduńska Wola to Łódź and Łowicz • A4: Koluszki to Łódź and Kutno The lines are all electrified and the purchase of between 18 and 20 EMUs is envisaged, while seven Class EN57s are to be modernised, with asynchronous traction motors. Completion of the first phase of the project is envisaged for 2014, the cost put at PLN328 million, with PLN164 million coming from EU funds. Pomorska Kolej Metropolitalna ul Na Stoku 50, 80-874 Gdańsk Tel: (00 48) 58 350 11 00 Fax: (00 48) 58 350 11 01 E-mail: [email protected] Website: http://www.pkm-sa.pl/ President: Krzysztof Rudziński


Founded in 2010 by Pomorskie provincial council, this company aims to create a new suburban service using the northern part of the line from Gdynia to Kościerzyna to west of Gdańsk Lech Wałęsa airport in the suburb of Rębiechowo, then reviving the Kolej Kokoszkowski to serve the airport terminal and continue to the Gdynia-Gdańsk main line north of Wrzeszcz. The revived stretch of line will be 19.9 km long with eight halts, including the airport terminal. It is planned to develop the airport at Kosakowo, north of Gdynia, for commercial passenger flights and the branch serving this is to be upgraded. At a later stage it is planned to reintroduce a regular passenger service to Kartuzy over both lines serving this historic town (a summer service at weekends is already provided), and to revive the line running west from Kościerzyna to Bytów. 2015 is the current target date for completing the line serving Gdańsk airport. SKM BiTCity BiT stands for Bydgoszcz i Toruń. The objective of the scheme is to provide a fast and frequent service linking the two cities, from Bydgoszcz Główna to Toruń Wschodni, with 10 intermediate stations. At a later stage (2015) a line from Bydgoszcz to the latter city’s airport is envisaged. Seven new EMUs are to be acquired, and the tramway networks (metre gauge) in both cities modernised, with the purchase of new trams. The whole project is costed at EUR231.32 million, with EUR100 million coming from EU funds. The city councils of both Bydgoszcz and Toruń are involved in the project, together with Kujawsko-Pomorskie province. SKM Szczecin First proposals for an SKM serving Szczecin date from the 1970s, though planning in earnest began in 2002, focusing on the PKP network, the initial axis being the 29 km line north from the city centre to the petrochemical works in the northern suburb of Police. Half-hourly frequencies outside the main urban area are envisaged. Eventually four routes could be involved: • Police-Kąpielisko (15 stations) • Kołbaskowo-Łasztownia (six stations) • Goleniów-Gryfino (sux stations) • Stargard Szczeciński-Szczecin Zdunowo (four stations) The infrastructure on the line to Police is in good condition – it carries heavy freight traffic – and only the station platforms are in need of refurbishment. Several stations serve as interchanges with local bus services. It is claimed that with very little new investment required, the SKM concept could be in place within months rather than years. Initially at least the operator would continue to be Przewozy Regionalne. Website: http://www.skm.szczecin.pl/ This describes the project briefly and suggests a corporate livery for the trains and station buildings.


4. Freight operations Evolution of open access rail freight On 1 April 2002 the Ministry of Infrastructure announced that private companies could use the PKP PLK network for their own freight services. The announcement was a little late in coming. On 20 March that year Rafineria Gdańska had already started moving 1,600-tonne freights from its vast siding complex adjacent to the oil refinery east of Gdańsk to Gdańsk Port. Subsequently the refinery, part of the Lotos Group, created its own subsidiary, Lotos Kolej, which in August 2002 acquired a new licence, still with a route-specific safety case, but expanded in 2003 to cover the whole Polish network. Another early market entrant was Pol-Miedź Trans, a subsidiary of KGHM Polska Miedź, which works a rail network linking its copper mines at Lubin and its smelters at Wróblin Głogowski and Pawlowice Małe in southwest Poland. It was granted an open access licence in December 1998, but was confronted with obstacles by PKP. It renewed this licence in November 2001 but it did not become fully valid until September 2002. Polish Open Access rail freight – 2006-09 market capture evolution: tonnes lifted Operator

2006

2007

2008

2009

Freight lifted Market share (%)

PKP Group

156,425 153,475 142,217 110,104 Thousand tonnes 55.88 52.21 51.47 45.31 Market share (%)

CTL Group


PTK Zabrze


DB Schenker

64.969 65,296 60,928 56,668 Thousand tonnes 22.38 22.21 23.05 23.32 Market share (%)

KP Kotlarnia

3,677 4,136 4,303 3,871 Thousand tonnes 1.27 1.41 1,56 1.5 Market share (%)

Pol-Miedź Trans


Lotos Kolej


Rail Polska


Other operators


Total freight

290,310

293,947

276,311

242, 976

Thousand tonnes


Polish Open Access rail freight – 2006-09 market capture evolution: tonne-km

Operator

2006

2007

2008

2009

Freight moved Market share (%)

PKP Group

44,331 44,558 39,209 29,945 Million tonne-km 83.19 80.78 76.03 68.68 Market share

CTL Group


PTK Zabrze


DB Schenker


KP Kotlarnia

112 112 127 1,236 Million tonne-km 0.21 0.21 0.25 0.29 Market share

Pol-Miedź Trans

392 461 498 596 Million tonne-km 0.74 0.86 0.97 1.37 Market share

Lotos Kolej


Rail Polska

345 246 298 332 Million tonne-km 0.65 0.46 0.58 0.76 Market share

Other operators

770 1,250 1,835 2,576 Million tonne-km 1.45 2.32 3.56 5.91 Market share

Total freight

53,291

53,923

51,596

43,601

Million tonne-km

Freight transport – state-owned operators PKP Cargo ul Grójecka 17, 02-021 Warszawa-Ochota Tel: (00 48) 22 391 46 09 Fax: (00 48) 22 474 44 43 E-mail: [email protected] Website: www.pkp-cargo.pl President: Wojciech Balczun Capital: PLN2,842,0700,000 PKP Cargo was founded on 17 July 2001, with parent company PKP initially holding 2.47% of its shares and the Ministry of Finance the remainder. By 2011 PKP’s shareholding in PKP Cargo had risen to 8.1%. There was talk of privatisation, but this move was shelved following the onset of the recession in 2008. The operator made a strong recovery from the latter, and in 2010 moved 119.4 million tonnes of freight, up by 14% on 2009. The target for 2011 is 128 million tonnes. These figures are well below the


162.8 million tonnes of 2001, but since then a good deal of freight has been siphoned off by open access operators (see tables). In 2010 transit freight amounted to 3.6 million tonnes, one of the constraints here being the break of gauge on borders with countries lying east and north. In addition to railfreight activities PKP Cargo is also the operator of two train ferries, ‘Kopernik’ and ‘Jan Śniadecki’, which run between Świnoujście and Ystad, and carried around 400,000 tonnes of freight in 2010. In 2004 PKP Cargo owned more than 95,000 wagons and was able to lease 35,000 more from the private sector should the demand arise. There was an ongoing programme of stock renewal and modernisation, which ground to a halt in 2008-09 with the onset of recession. During the period 2000 to 2010 it was planned to acquire 9,320 new vehicles and modernise an additional 10,218. In 2003 it was announced that over the following three-year period 7,500 special-purpose wagons would be acquired, and 3,500 would be rebuilt. Among early purchases would be Type Falns self-unloading wagons, essential for long-term contracts for the transport of coal to other EU countries, while vehicles for the movements of containers, furniture and cereal crops were also high on the acquisition priority list. The Czech Rail Authority DU has granted PKP Cargo a safety case, enabling it to run its own freight services in the Czech Republic. It now does so, competing for contracts with the principal open access railfreight operators, and mostly moving Fiat cars south from a factory near Tychy to the border between the Czech Republic and Austria, and Fiat vans north from Italy to Poland. In November 2010 PKP Cargo International was founded, based in Bratislava and wholly owned by PKP Cargo. It handles its parent’s rail freight activities in Central and Eastern Europe, especially in Austria, Bulgaria, the Czech Republic, Germany, Hungary, Romania, Slovakia and Slovenia. In the first phase of operations, local carriers will realise rail transport, but PKP Cargo International plans to acquire its own licences and safety cases, and then buy up the local carriers. Eventually PKP Cargo International intends to evolve into a joint venture of PKP Cargo and a foreign partner from the logistics industry, a partnership in which it plans to be the majority shareholder. PKP Cargo will supply its subsidiary with redundant and under-used wagons, which are only generating unwanted expenses at the moment through lying idle; their repair and modernisation will be financed by the hoped-for foreign partner. To date PKP Cargo has expanded under its own licence as an open access railfreight operator only into the Czech Republic, tentatively in April 2010, with trains of coke from Poland to the ArcelorMittal steelworks at Galati in Romania, then more definitively in August 2010 with trains of Fiat cars from the assembly plant in Tychy (near Katowice) to Italy. Plans for independent operations were being developed in Germany, where PKP Cargo is keen to take over a suitable open access operator to further establish itself. The company stated that by late 2010 it had had dealings with more than 15 German open access operators, while ITL International (now owned by SNCF of France), TX Logistik (majority owned by FS of Italy) and CFL Cargo of Luxembourg, together with the omnipresent DB Schenker, were cited as companies with which trains are exchanged at


borders. PKP Cargo has also worked with Private Car Train (PTC), a wholly-owned subsidiary of ARS Altmann, one of the main German participants in the rail freight automotive sector involved in movements of new cars. In September 2010 PKP Cargo announced that it had started working more closely with an unspecified German operator which emerged as PCT, providing a daily service moving VW cars between Swarzedz in Poland and Hamburg. Late in 2010 PKP Cargo announced plans to invest more than PLN550 million (EUR141.8 million) in locomotive modernisation, new wagons and IT equipment, and that some of this investment would be directed at PKP Cargo International, which at that time had been expected to start freight services between Poland and Germany before the end of March 2011, but no moves appear to have been made in this direction. Plans to modernise up to 600 Class ET22 electric locomotives at ZNLE Gliwice appear to have been dropped for the time being due to economic conditions. In 2010 PKP Cargo had a workforce of 27,389, efficiently trimmed from the figure of a decade earlier. Fleet

Diesel locomotives

(main line):

233 – ST43 (96); ST44 (63); ST44-12 (25); ST45 (4); SU45 (9); SU46 (36)

Diesel locomotives

(shunters):

1,356 – SM03 (41); SM30 (64); SM31 (112); SM42 (907); SM42-12 (120, being rebuilt by Newag, 20 in service May 2011); SM42-16 (4, rebuilt by PESA); SM48 (108)


1,296 – EP05 (1); EU06 (7); EU07 (40); EU07-3 (42); EU07-15 (24); ET21 (14); ET22 (944); ET22-2 (62, modernised by ZNLE Gliwice); ET41 (148); EU43 (6, on hire from Alpha Trains); E189 (4, on hire from MRCE Dispolok); EM10 (4)

Wagons:

68,621

PKP Linia Hutnicza Szerokotorowa (PKP LHS) ul Szczebrzeska 11, 22-400 Zamość Tel: (00 48) 84 532 13 15 Fax:(00 48) 84 472 11 28 E-mail: [email protected] Website: www.lhs.com.pl


President: Zbigniew Tracichleb Capital: PLN29,923,000 The 394.65 km 1,520 mm gauge Linia Hutnicza Szerokotorowa (LHS) 'Steel and Sulphur Line' was opened on 30 November 1979, running from Hrubieszów on the former Russian border (now Ukraine) at Hrubieszów to Sławków, east of Katowice. Its raison

d’être was the movement of imported iron ore from Kryvyi Rih to Katowice steelworks, the main line from Medyka to Tarnów and Keaków having insufficient capacity, but there were originally plans to extend it west to Leipzig for strategic reasons – its anticipated use had the West decided to invade the Soviet Bloc. During the early 1990s there was an Ołkusz to Moskva passenger service, running every other day. In its early days, the LHS carried around 10 million tonnes of freight annually. By 2001 this volume had fallen by more than 50%, with just two or three trains daily hauled by Class ST44 diesels, with ST48s on shunting duties. Track conditions were deteriorating, necessitating an urgent investment of PLN200 million. Shortly after the turn of the millennium, a southward extension of about 70 km from the Katowice district to Bohumín, just north of Ostrava in the Czech Republic, was under discussion; most of this could be achieved by relaying track on disused formations. At Bohumín a massive logistics centre was being established. The first sod was cut on the site on 10 October 2001, when a symbolic length of 1,520 mm gauge track was also laid. There is some opposition to this scheme in Poland, since it would deprive the Sławków terminal of traffic and route most transit freight from Ukraine direct to the Czech rail and road network. It would seem no further progress has since been made with the extension project, in spite of LHS traffic having increased in recent years. Emphasis is now being placed on expansion of the logistics park at Sławków. Since 5 April 2003 the LHS has also seen regular 'piggyback' services, with lorry HGV drivers conveyed in a pair of UZ sleeping cars between Ky’jev and Sławków while their vehicles accompany them on 30 platform wagons. The train, named 'Jaroslaw', runs weekly taking the best part of two days, though frontier formalities occupy a full morning. PKP LHS was founded on 1 December 2000, PKP owning 0.01% of its shares, the state the remainder. It received its operating concession – for freight and passengers – in June 2001. The type of traffic handled by PKP LHS has changed considerably since the turn of the millennium. In 2001 4.39 million tonnes of freight were moved, 3.81 million tonnes being imported iron ore. In 2010 iron ore for the ArcelorMittal steelworks to the east of Katowice comprised 4.66 million of the 8.5 million tonnes of freight. The Sławków intermodal terminal is steadily being expanded to meet increasing traffic. Various proposals have been advanced for privatisation of a promisingly lucrative operation, especially given the growing demand for ores. The LHS, with its ample loading gauge and no tunnels, could even serve as an arm to central/western Europe in the development of out-of-gauge intermodal freights to and from China, though unfortunately perpetuating the break of gauge on the Chinese/Russian border, rather than forcing its elimination. In March 2010 PKP LHS carried 10.17 million tonnes of freight, up from 7.75 million in March 2009 and substantially more than in February 2010 (812 million). 2.788 billion


tonne-kms moved is 36.5% up on the 2.042 billion tonne kms of March 2009. For the first quarter of 2010 the amount of freight carried was 25.51 million tonnes, up by 17.6% on the 21.69 million tonnes of the first quarter of 2009. There is talk of expanding the number of passing loops and even of track doubling to increase line capacity. Maximum line speed is 80 km/h. In 2010 the company had 1,263 employees. Fleet

Diesel locomotives:

73 – ST40s (10, rebuilt); ST44-2 (51); ST44-3 (2); SM30 (1); SM31 (1); SM32 (1); SM48 (5); SM48 16D (1); REM18 (1). Plus one SPA-66 (ex-PKP Class SN81) single-car DMU.

Freight transport – open access operators ChemTrans Logistics CTL Rail Sp z o o Al Roździeńskiego 190B, 40-202 Katowice Tel: (00 48) 32 606 80 00 Fax: (00 48) 32 606 81 00 E-mail: [email protected] Website: www.ctl.pl President (CTL Logistics): Jacek Bieczek Founded in 1992, this is at present the largest open access railfreight operator in Poland. 75% of its shares are owned by the British company Bridgepoint, the remainder by Jarosław Pawluki, one of its former presidents. By the late 1990s CTL had 11 subsidiaries, among them the ‘sand railway’ CTL Maczki-Bór of Sosnowiec, near Katowice. Between 1951 and 1967 2,173 km of new railways were built in the Slask industrial conurbation to link four great sandpits with 29 coal mines. These were connected at various locations to the PKP network. By the late 1970s 739 km of the ‘sand railway’ network had been electrified at 3 kV DC. Acquisition of main line electric locomotives during this period gave the ‘sand railway’ companies a unique opportunity to become prime open access rail freight operators. The locomotives were essentially the same types as operated by PKP, minimising authorisation issues. CTL Rail was granted its first open access licence in September 1998, and a second, revised one in March 2002. That same spring it operated its first freight, from Bierawa (Zaklady Azotowe Kedzierzyn) to Police Chemia, north of Szczecin (552 km). Poland’s first international open access freight ran on 12 February 2003, CTL working with rail4chem to provide a twice-weekly train moving petrochemicals from Grosskorbetha, near Halle, to a refinery at Brzeg Dolny, between Opole and Wrocław.


In 2010 CTL Rail moved 15.9 million tonnes for 3,421 million tonne-km. By summer 2002 CTL Maczki-Bór also had a passenger operator’s licence, which theoretically enabled it to run passenger services over its own network, and there was talk of developing a suburban service linking Sonowiec with the southern suburbs of Katowice, Chorzów, Ruda and Zabrze. There were also discussions regarding possibly taking over the threatened local service between Sucha Beskidzka and Zywiec, but this was rescued by the provincial authorities. However, with the UTK demanding evidence of suitable rolling stock prior to the granting of an open access passenger licence, Macki-Bór’s aspirations in this sector appear to have been quelled. CTL has around 2,550 employees. Fleet

Diesel locomotives:

95 – ST43 (14); ST44 (6); 401DA (4); SM42 (30); TEM2 (32); T448p (4); S200 (5)


77 – ET05 (3); ET13 (1); ET21 (14); ET22 (10); ET182 (40); E186.1 (4, leased from ATC); E189 (5, leased from MRCE Dispolok)

DB Schenker Rail Polska ul Wolności 337, PL 41-800 Zabrze Tel: (00 48) 32 2714 441 Fax: (00 48) 32 2712 051 Email: [email protected] Website: www.rail.dbschenker.pl Chief Executive: Hans-Georg Werner PCC Rail Szczakowa was one of the several ‘sand railway’ companies in the Katowice district carrying coal, sand and construction materials on the industrial networks of the Śląsk conurbation. It was granted an open access licence in June 1998 and this was validated in September 2001, the safety case covering only short stretches of PKP PLK lines within the Slask conurbation. The operator protested and was granted a further licence in November 2003. By then it was adopting other tactics, working together with MEG (Mitteldeutsche Eisenbahn), which became a DB Railion subsidiary, and by 23 November 2003 it had operated its first freight, assisted by MEG – a 1,000-tonne coal tar train from Katowice via Kostrzyn to Duisburg. PCC Rail Szczakowa expanded rapidly and in July 2009 was taken over by DB Schenker, being renamed DB Schenker Rail Polska in November that year. In September 2009 the PTK Holding groups of PTKiGK Rybnik and PTKiGK Zabrze (Przedsieborstwo


Transportu Kolejowego I Gospodarki Kamienien) were also acquired by DB Schenker, together with their substantial fleets of locomotives and wagons. In 2003 PTKiGK Rybnik was the largest railfreight operator in Poland after PKP Cargo, moving 50.2 million tonnes (400 million tonne-km) of freight. The main flows were from local coal mines to Rubnik power station and to the Radlin coking plant, while fly ash and construction materials were also moved in large quantities. PTKiGk Rybnik was far more than an operator: on the Rybnik-Zory road it had a 40,000 m² establishment for locomotive and wagon repair, managed by PKT-Tabkol and reckoned to be one of the best equipped works in Poland. In August 2000 PTKigk Rybnik was granted an open access passenger licence, some six months before CTL received one. It was hoping to focus on three provinces, Górny Śląsk, Pomorskie and Lubuskie. The licence was granted not for the PKP PLN network, but for the company’s own, which, consisting of industrial branches, has very little passenger potential. PTKiGK Rybnik also started importing electric locomotives with a view to its future strategy. A Class 1822 dual-voltage (3 kV DC, 15 kV AC) electric locomotive was acquired from Austrian Federal Railways (ÖBB) in 2005; all five surplus machines of this type were subject to a purchase agreement but only two were eventally acquired. PTKiGK Zabrze received its open access licence in June 1998, significantly restricting it as far as routes were concerned, and prompting it to challenge the Ministry of Infrastructure’s ruling in the courts. Its own rail network was very small, but served no fewer than 18 loading and unloading locations between Zabrze and Bytom. The operator’s first open access freights moved Slask coal north to Elektrociepłownie Warszaskie, one of the power station and heating complexes in the Warszawa area. In 2010 DB Schenker Rail Polska moved 86.8 million tonnes of freight (3.89 billion tonne-km). It had a fleet of 388 locomotives (relatively few of which figure in published inventories), 6,695 wagons and a workforce of 5,081. It provided services to and from 42 loading/unloading points. By early January 2011 DB Schenker Rail Polska comprised several companies, including: DB Schenker Rail Rybnik, DB Schenker Rail Zabrze, Trawipol, NZTK, Energoport and PUT Trans-PAK. In November 2011 DB Schenker started a weekly freight service linking Wrocław with Barking in the United Kingdom, where it uses the HS1 high-speed line from the Channel Tunnel to enable it to carry continental-gauge traffic. Fleets (see next page)


Fleet (DB Schenker Rail Polska)

Diesel locomotives:

84 – 66/JT42CWR (9); M62 (14); 311D (15); BR231/232 (8); SM30 (2); SM42 (8); TEM2 (27); T448p (1)


39 – 3E (18); 181 (21)

Fleet (DB Schenker Rail Rybnik)

Diesel locomotives:

100 – 060DA (13); S200 (32); SM42 (5) ; T448p (32); TEM2 (18)


6 – 1822 (2); 182 (2); 3E (2)

Fleet (DB Schenker Rail Zabrze)

Diesel locomotives:

92 – 060DA (4); BR232 (5); M62 (1); S200 (4); SM30 (1); SM31 (1); SM42 (4); T448p (36); TEM2 (36)


20 – 3E (10); 4E (1); 182 (8); 201E (1)

Freightliner Polska (Freightliner PL) Al. Komisji Edukacji Narodowej 36, lok 200, 02-797 Warszawa Tel: (00 48) 22 648 66 55 Fax: (00 48) 22 649 55 99 E-mail: [email protected] Website: www.freightliner.pl President: Rafał Milczarski Director representing Freightliner Group: Russell Mears Capital: PLN1,000,000 The open access market in Poland attracted the interest of British railfreight operator Freightliner group, which founded a subsidiary to exploit coal traffic. The first train ran on 1 September 2007 from Bogdanka mine near Lublin to Kozience power station, with ‘Class 66’ haulage, four locomotives having been sent to Poland from Britain. Starting in mid-January 2011 the Austrian container manufacturer Innofreight penetrated the Polish market, moving coal and biomass to the PGE power station in Bydgoszcz, with Freightliner PL providing haulage for trains of WoodTainerXXL containers. Freightliner


PL currently focuses on the Gdańsk-Warszawa route, and has also become involved in international freight flows – gravel from Hosena, near Senftenberg (between Dresden and Berlin) to Swiatki in Poland. Fleet

Diesel locomotives:

16 – JT42CWR (Class 66 – on hire from Alpha Trains)


3 – 186 (on hire from RBS Asset Finance)

Koleje Czeskie Grzybowska 4, lok 3, 00-131 Warszawa Tel: (00 48) 22 380 33 90 Fax. (00 48) 22 380 33 91 E-mail: [email protected] Website: http://kolejeczeskie.pl/glowna.html President: Zbyszek Wacławik Koleje Czeskie, the Polish open access subsidiary of Czech state railfreight operator CD Cargo, received its operating licence in August 2009, followed by its safety case which would enable it to operate independently on the PKP PLK network. In the meantime it hired two Class 181 electric locomotives from its Polish partner Specjalistyczny Transport Kolejowy (STK), which acquired them from CD after modification for operation in Poland. Initial traffic included collaboration with Lotos Kolej for movements of aviation spirit between Gdansk and Ruzyne airport, near Praha. Subsequently the company has been moving coal from the Slask mining district to destinations in Slovakia and Serbia. Moreover, in spring 2010 Koleje Czeskie was working with DB Schenker Rail Polska on freight movements to and from Belarus, Lithuania and Ukraine. For 2010 it was hoped to move around 500,000 tonnes of freight over Polish metals. Lotos Kolej ul Michałki 25, 80-716 Gdańsk Tel: (00 48) 58 308 76 55 Fax: (00 48) 58 308 76 78 Website: www.lotos.pl/korporacyjny/grupa_kapitalowa/lotos_kolej President: Henryk Gruca Capital: PLN2,000,000 The Lotos Group has three major oil refineries in Poland – in Gdańsk, Jasło and Czechowice, and in all these have around 70 km of internal rail networks. In October 2003 Lotos Kolej was granted an open access licence, its first train venturing onto PKP PLK tracks for a short run just south of Gdańsk on 11 November that year. On 1 February 2004 a regular service was started up linking the refineries in southern Poland with that in Gdańsk, and the first international freight working, to Germany, was realised on 20 April


2007. Lotos Kolej is acquiring a fleet of modern electric and diesel locomotives, effectively setting a high standard for other Polish operators to follow. Lotos Kolej has more than 550 employees. Fleet

Diesel locomotives:

61 – M62 (6); SM42 (40); TEM2 (5); 285 TRAXX DE (10)


44 – 181 (24); 182 (4); 186 (14, on hire from Railpool); 189 (2, on hire from MRCE Dispolok)

Orlen KolTrans

ul Chemików 7, 09-411 Płock Tel: (00 48) 24 365 31 75, 24 365 31 75 Fax: (00 48) 24 365-40-09 E-mail: [email protected] Website: www: www.orlenkoltrans.pl President: Tomasz Szurnicki Capital: PLN40,859,000 The huge Polski Koncern Naftowy is situated on the plateau north of the Wisła Valley, not far from Płock. By the turn of the millennium Orlen was the largest producer of diesel fuel in Poland, with a market share of 64% for all sales. The company received its all-line open access rail freight licence in October 2001, running its first train on 5 August 2002 moving aviation spirit from Płock to Warszwawa Okęcie airport. By the end of May 2003 190 trains had been run and a dedicated rail subsidiary, Orlen KolTrans, was created. It claimed that it could perform the same tasks as PKP Cargo for around 20% of the costs charged by the latter. Fleet

Diesel locomotives:

34 – M62 (10); SM42 (1); T448p (3); TEM2 (20)


2 – 140 (1); 3E (1)

PCC Intermodal ul Hutnicza 16, 81-061 Gdynia Tel: (00 48) 58 58 58 208 Fax: (00 48) 58 58 58 201 E-mail: [email protected] Website: www.pccintermodal.pl


Administrative Director: Wojciech Baraniak Capital: PLN67,565 556 In October 2004 the PCC Group founded PCC Rail Spedkol, based in Kędzierzyn-Koźle. In July the company’s name was changed to PCC Rail Containers, based in Jaworzno, in the east of the Śląsk industrial conurbation. The company's first freight ran in August that year, between a logistics terminal at Brzeg Dolny, near Opole, and the VGN container terminal in Świnoujście. The Brzeg Dolny terminal was taken over by the company in November that year. A licence was obtained in July 2006 for the company to act as a road haulage concern for freight. In November 2006 PCC Rail Containers started operating a regular train between the Śławków Euroterminal, at the western end of the LHS 1,520 mm gauge railway from Ukraine, to the Baltic Container Terminal in Gdynia. This led to Slawków being used as a gauge-transhipment facility and generating intermodal traffic for the LHS, hitherto mainly dependent on coal and iron ore traffic. 2007 saw the further development of rail services from Gdańsk and Gdynia to Brzeg Dolny. In January 2008 ‘Rail’ was dropped from the company title, whilst in April a further service linking the logistics base in Gliwice with Gdańsk started. The facilities at Śławków were now being used to capacity, and it was decided that rather than expand this terminal, break of gauge transhipments in future should be realised on the border with Ukraine. The same month the company changed its name to PCC Intermodal, and moved its headquarters to Gdynia. June 2008 saw the development of a Brzeg Dolny and Szczecin service to Hamburg and Bremerhaven, via Frankfurt (Oder), and the following month came a new regular service between Krzewie (near Krosniewice and Kutno) and Rotterdam. In December 2009 the company made its debut on the Warszawa Stock exchange. In 2010 a rail service began from Herne, in Germany, to various logistics terminals in Poland. A decision was taken to create a new intermodal logistics base in central Poland at Kutno – roughly at the ‘crossroads’ between main north – south and east – west rail routes. The PLN40 million first phase of the terminal was inaugurated in September 2011. Three further development phases are planned. So far the complex covers an area of 13,500 m³, with two 700 m sidings. Annual planned capacity is at present 100,000 TEU; planned capacity at the end of phase four is over 200,000 TEU. On 8 December 2011 PCC Intermodal’s regular service branded ‘Moscow Express’ departed from Kutno bound for Moskva. The new logistics terminal at Kutno is to serve as a hub for freights to Baltic and North Sea ports, and also to the Ruhrgebiet and the Śląsk industrial conurbation. Meanwhile, the Brzeg Dolny terminal facilities are being expanded, with a view to completion by winter 2012-13, and there are plans for a third terminal in 2012 at Sosnowiec, in the Śląsk conurbation. Tczew, south of Gdańsk, is seen as another option for a logistics terminal. In addition to North Sea to Russia freight movements, PCC


Intermodal is keen to develop the Baltic to Adriatic freight corridor, with Gdansk/Gdynia and Koper as the ports at either end. PCC Intermodal does not have its own locomotive fleet. In Germany it depends on ITL for traction and in Poland on Lotos Kolej. The operator currently owns 122 platform wagons, and leases a further 280 or so vehicles of this type. There are plans to buy more wagons. Piasku Kotlarnia Kotlarnia ul Dębowa 3, 47-246 Kotlarnia Tel: (00 48)77 484 8801 Fax: (00 48) 484 8800 President: Marek Harz Capital: PLN 4,735,500 E-mail: [email protected] Website: www.kotlarnia.com.pl This was the fourth of the ‘sand railway’ companies, active in Opole and Silesia and named after a village near its sandpit. The abundant sand was used for filling in abandoned mine workings to help prevent subsidence. Restricted open access to the PKP PLK network was granted in July 1998. The operator contested this in court, a new licence being issued in November 2003. On 1 January 2004 a subsidiary, KP Kotlarnia Linie Kolejowe, was created to look after rail operations. Fleet

Diesel locomotives:

18 – (SM42 and SM48)


5 – ET21 (5)

Pol-Miedź Trans ul Marii Skłodowskiej-Curie 190, 59-301 Lubin Tel: (00 48) 76 847 18 00 Fax: (00 48) 76 847 18 09 E-mail: [email protected] Website: www.pmtrans.com.pl President: Karol Wołkowiński Capital: PLN150,567,500 This company continues to concentrate on moving copper ore between mine and smelter in the Lubin district, copper concentrate and sand. Having acquired two Bombardier TRAXX electric locomotives in summer 2011, it is now looking to expand into long-distance freight operations.


Fleet

Diesel locomotives:

53 – M62 (6); M62-31 (4); BR232 (1); SM31 (4); SM42 (26); T448p (2); TEM2 (10)


3 – 183 (1); E483 (2)

Rail Polska ul Willowa 8/10, lok 11, 00-790 Warszawa Tel: (00 48) 22 646 54 67 Fax: (00 48) 22 646 54 66 E-mail: [email protected] Website: www.railpolska.pl President and CEO: Timothy P Hollaway Capital: PLN90,648, 000 Rail Polska was one of the big hopes of the open access rail freight scene when it was founded in 1999 as a subsidiary of Ed Burkhardt’s Rail World Inc. It then went on to become a co-founder of the Forum Kolejowego (Railway Forum) in 2000, with the objective of bringing together all Polish rail operators. Initially Rail Polska nurtured hopes of bidding for a privatised PKP Cargo, but parent company PKP SA was reluctant to sell off its biggest earner. Instead, the newcomer made its mission statement as the wresting from PKP Cargo of 10% of its traffic between 2004 and 2006, but in the latter year had barely captured 0.5% of the market, achieving 1% in 2009. Rail Polska was fortunate in its choice of sources of locomotives and rolling stock, acquiring seven locomotives and 795 tank wagons from Kolex of Oświęcim and opening a diesel locomotive modernisation base at Włosienica in September 2008. The first freight ran on 12 November 2003 from Brzeszcze coal mine near Oświęcim, to the nearby Dwory chemical works. Fleet

Diesel locomotives:

38 – M62 (21); M62M (5); SM30 (1); SM42 (3); TEM2 (8)


2 – 140 (2)

Specjalny Transport Kolejowy ul Buska 5a, 53-326 Wrocław Tel: (00 48) 71 79 87 615 Fax: (00 48) 71 79 87 617 E-mail: [email protected] Website: www.stk.wroc.pl


President: Bartosz Krzemieniewski A specialist in handling out of gauge or unusual loads, also involved in the testing programme for the ZNLE Gliwice Co-Co ‘Dragon’ prototype electric locomotive earlier in 2011. In 2011 the company ordered four of these machines and claimed first refusal for acquiring the prototype. Fleet

Diesel locomotives:

7 – M62 (1); SM42 (1); S200 (3); T448p (1); TEM2 (1)


34 – 181 (28); 182 (6)

Transoda ul Fabryczna 4, 88-101 Inowrocław Tel: (00 48) 52 35 41 474 Fax: (00 48) 52 35 37 104 E-mail: [email protected] Website: www.transoda.com.pl/o_firmie.php-o_nas.htm President: Piotr Kamiński Capital: PLN27,652,500 Transoda was founded on 1 May 2000 as a subsidiary of Soda Matwy, and was granted its open access licence in April 2002, enabling it to move limestone by rail from the Lafarge cement works at Wapienno to the Soda Matwy soda works, near Matwy, just south of Inowrocław. A second licence, also route-specific, was granted in 2004, permitting Transoda to move soda products from Soda Matwy to Gdańsk Kanal Kaszubski. Services extend north to Gdynia and south to Częstochowa, Sandomierz and Racibórz. Some also operate through to the Czech Republic via Międzylesie. The company’s ET11-001-23 was the first genuinely foreign open access locomotive to work over the PKP PLK network, having been imported from Doly Natup Tusimice in the Czech Republic. Fleet

Diesel locomotives:

5 – S200 (1); SM42 (1); T448p (3)


4 – 121 (1); 181 (3)


5. Urban public transport Bydgoszcz (population 369,151)

Miejskie Zakłady Komunikacyjne ul Inowrocławska 11, 85-153 Bydgoszcz Tel: (00 48) 324 94 35 Fax: (00 48) 324 94 38

Network:

72.2 km, eight lines. Metre gauge.

Fleet:

115 – 112 Konstal 805Na (112); 805NM (1, rebuilt 2003); PESA 122N (2). Plus 1 Konstal type 5n (heritage) and 1 Herbrand horse tram from 1898.

Inaugurated in 1888, the first electrification taking place in 1896. Major extension projects being realised include the restoration of a link to the PKP station and provision of a new line to the eastern suburb of Fordon. The time horizon is up to 2030, and projects envisaged include various lines serving the southwestern suburbs and further integrating the existing network. Częstochowa MPK Częstochowa ul Niepodległości 30, 42-216 Częstochowa Tel: 00 48 34 377 92 00 Fax: (00 48) 34 377 91 09 Website: www.mpk.czest.pl President: Michał Porada

Network:

10.2 km, two lines. Standard gauge.

Fleet:

50 – Konstal 105N (48, 1975-90). Plus 2 heritage vehicles.

Inaugurated in 1959, this 10.2 km, two-line network is the most recent to have been built in Poland. A project is under way to extend the network from Estakada via Błeszno to Stadion Raków (4.5 km). Its estimated cost is PLN10 million. In 2010 seven new SWING trams were ordered from PESA at a cost of PLN63 million. The new line is scheduled for inauguration in 2012. A new depot is also planned.


Elbląg (population 126,049)

Zarząd Komunikacji Miejskiej Elbląg (Tramwaje Elbląskie) ul Browarna 90, 82-300 Elbląg Tel: (00 48) 55 230 79 00 Fax: (00 48) 55 230 79 01 E-mail: [email protected]; [email protected] Website: www.zkm.elblag.com.pl President: Edward Makowski

Network:

32 km, five lines. Metre gauge.

Fleet:

37 – Konstal 805Na (21, 1980); Düwag GT6 (15, acquired secondhand 1996); PESA 121N (6, 2006)

The first tram ran in Elbing (Elbląg until May 1945) in 1895, and the metre gauge network expanded steadily until 1951. Two routes subsequently closed – Line 3 to the Agrykola cemetery in 1967 and the stretch of line through the ruined old quarter the following year. In August 2002 a new double-track line was inaugurated linking pl Jagiellończyka with the top end of ul Obrońców Pokoju, and in December 2006 a new stretch of double-track line was inaugurated from Dąbka further up ul Ogólna. Three further extensions are envisaged by 2013. Gdańsk (population 459,967)

Zarząd Transportu Miejskiego w Gdańsku

ul Na Stoku 49,80-874 Gdańsk Tel: (00 48) 58 309 13 23 Fax: (00 48) 58 309 13 23 Website: www.ztm.gda.pl Network:

52.2 km, 10 lines. Standard gauge.

Fleet:

181 – Konstal 205Na (86); Konstal 106NCh (7, modernised with low floor area by Protram of Wrocław); Konstal Ngd99 (4, 1999, first low floor vehicles in the fleet); Bombardier NGT6 (3, 2007); N8C (46 – possible maximum number, otherwise 38, ex-Dortmund, modernised by Modertrand of Poznań with low floor area in centre car); PESA 120NA SWiNG (35, from 2010, all low floor).


The first tramway in Danzig was inaugurated in 1873. Electrification started in the mid-1890s. The latest network extension was Line 6 and 7 from Strzyża and Nowy Port respectively to Chełm Witosa, a suburb on the high ridge to the west of the main urban area, early in 2007. Built on the centre reservation of a dual carriageway, this line was planned in the early 1980s. It has an extremely steep ramp, which in damp weather presents a challenge for older types of tram. Since November 2010, major track upgrades have been undertaken with a view to bringing the system up to quality for the 2012 European football championship. Real-time LCD screens at stops are being installed, providing passengers with service information. By summer 2011 41 screens had been installed out of a planned total of 350, an investment of PLN2.5 million. Grudziądz (population 98,757)

Miejski Zakład Komunikacji Grudziądz ul Dworcowa 47, 86-300 Grudziądz Tel: (00 48) 56 45 04 210 Fax: (00 48) 56 46 59 287 E-mail: [email protected] Website: www.mzk.grudziadz.pl Capital: PLN13,621,000

Network:

18.6 km, two lines. Metre gauge.

Fleet:

34 – Konstal 8125Na (20); Düwag GT8 (10, secondhand ex-Mannheim1997); Düwag GT6 (4)

This metre gauge 18.6 km system dates from 1899, when Grudziądz was known a Graudenz, with a second line, electrified, built in 1911. Line 2 (Tarpno-Rządz) is the only one currently operating, Line 1 having been withdrawn from August 2011 following a fire at the depot and damage caused by rain to electrical equipment. Line 1 originally served the PKP station and depot, just south of the city centre. Plans exist for doubling the single-track section through the old quarter. Gorzów Wielkopolski (population 125,394)

Miejski Zakład Komunikacji

ul Kostrzyńska 46, 66-400 Gorzów Wielkopolski. Tel. (00 48) 95 728 78 00 Fax (00 48) 95 728 78 01 E-mail: [email protected] Website: www.mzk-gorzow.com.pl


Network:

24.5 km, five lines. Standard gauge.

Fleet:

36 – Konstal 105Na (18); Düwag 6EGTW (18, secondhand)

Landsberg an der Warthe was the Prussian name for this town until 1920. Trams started running in 1899. In recent years the future of the system has been in doubt, but in 2011 the city council announced that there would be no further line closures. Kraków (population 756,383)

Miejskie Przedsiębiorstwo Komunikacyjne ul Jana Brożka 3, 30-347 Kraków Tel: (00 48) 12 254 13 00 Fax: (00 48) 12 254 14 91 E-mail: [email protected] Website: www.mpk.krakow.pl

Network:

84 km, 28 lines. Standard gauge.

Fleet:

357 – Konstal 105Na (168); MAN GT6 (13); Bombardier NGT6 (Flexity Classic) (50); E1 (73, ex-Wiener Linien); MAN N8S NF (11, ex-Nürnberg); GT8S (21, ex-Düsseldorf); EU8N (21, ex-Wiener Linien)

Wholly-owned by Kraków gmina. Two express lines, marketed as the Krakowski Szybki Tramwaj (KST Lines 50 and 51), serve the southeastern suburbs of the city. The tram fleet currently consists of 354 vehicles, of which 23% are low floor. Many members of the fleet were acquired secondhand from Wiener Linien and various German operators. A certain amount of assembly of the new Bombardier Fexity Classic trams was undertaken by the operator in its own works. Several extensions to the network are planned, and some are under construction, with a time horizon of 2016. Łódź (population 737,098)

Network:

217 km, 21 lines including 1 ‘express’ line. Metre gauge.

Fleet:

904 – mostly Konstal 805Na, some modernised; Bombardier Cityrunner (Flexity Outlook) (15); PESA 122N (10)


The history of the vast metre gauge tramway network in Łódź dates back to 1898, when the city had more than 300,000 inhabitants and had belonged to the Russian Empire since 1815. The textile industry was then its mainstay. The first lines set a precedent – from Zgierz to the city, and southwest to Pabianice, eminently interurban. The network became characterised by a number of lengthy interurban routes. The line to Ozorków is currently reckoned to be the longest interurban tramway in Europe. As a result, there are urban and interurban operators. This means that passengers on interurban routes are not able to buy through tickets, and must de-tram to buy a second ticket at the start of the ‘urban’ section of line, usually a depot, such as Helenówek on the Ozorków line. Miejskie Przedsiębiorstwo Komunikacyjne – Łódź ul Tramwajowa 6, 90-132 Łódź Tel: (00 48) 42 672 11 11 E-mail: [email protected] Website: http://mpk.lodz.pl/ President: Sławomir Jankiewicz Capital: PLN211,273,407 (wholly owned by Łódź gmina) Urban operator. Łódźki Tramwaj Regionalny Website: www.ltr.mpk.lodz.pl Founded on 1 July 2008 as a subsidiary of MPK Łódz to operate the interurban line linking Łódz with Zgierz and Pabianice. Network length is currently 16.2 km, with 37 stops. Services require 25 vehicles. In 2008 a PLN442 018 200 (EUR92.7 million) project got under way to upgrade the line, partly funded by the EU. Services are shared between the PESA Type 122N trams, 10 of which were delivered from 2008, and MPK Łódz’s Cityrunners. Międzygminna Komunikacja Tramwajowa

ul Zgierska 256, 91-364 Łódź, Tel: (00 48) 42 658 92 11 Fax: (00 48) 42 658 90 97 E-mail: [email protected] Website: www.mkt-lodz.pl President: Ryszard Błoch Capital: PLN600,000 (49.0% of shares held by Łódź gmina, 35.5% by Zgierz gmina, 1.5% by Zgierz district council, 14.0% by Ozorkòw district council). Founded in 1994, operates the long southwest-northeast interurban line between Chocianowice-IKEA (near Pabianice), Łódź, Zgierz and Ozorków. Tramwaje Podmiejskie ul Konstantynowska 115, 94-311 Łódź Tel: (00 48) 42 633 31 88Fax: (00 48) 42 633 32 45 Email: [email protected]


Website: http://tramwajepodm.lodz.pl/serwis/index.php? President: Bogdan Józef Rynkiewicz Capital: PLN350,000 (of which PLN171,500 held by Łódź city council) Operates the interurban line running west from the city to the village of Lutomiersk, owned by Łódź, Konstantynów Łódzki and Lutomiersk municipalities. Altogether, the operators have 904 trams, most of which are Konstal 805Na, plus 15 Cityrunners (Bombardier Flexity Outlooks) and 10 PESA 122N. Some of the Cityrunners were used in València for a while by Ferrocarrils de la Generalitat Valenciana. Around 570 are used by Miejskie Przedsiębiorstwo Komunikacyjne, 32 by Międzygminna Komunikacja Tramwajowa, and 15 by Tramwaje Podmiejskie. The Łódź network is around 217 km in length. Its infrastructure is in a run-down state, roadside infrastructure requires major upgrading and journey times are not competitive with local bus services. Significant are the interurban lines to Pabianice, Lutomiersk and Ozorków, the latter the longest inter-urban tramway in Poland, at 37 km. Olsztyn (population 176,463) Tramway under construction, no operating company yet formed. Urząd Miasta Olsztyn Jednostka Realizująca Projekt V ul 1 Maja 3, I piętro, pok 1,3, Olsztyn Biuro Komunikacji Społecznej, Plac Jana Pawła II, 10-101 Olsztyn Tel: (00 48) 89 527 31 11 E-mail: [email protected]; [email protected] Website: www.tramwaje.olsztyn.eu

Network:

(Planned) 22 km. Standard gauge.

Fleet:

15 – to be ordered

The two lines of the original metre gauge tram network in Allenstein (Olsztyn) were inaugurated in 1907 and survived until 1965. On 1 May 2006 a restored Konstal type N tram from Elbląg was exhibited in the city to generate public interest in proposals for revival, and project planning for the city’s second generation tramway began that year, encouraged by the European Regional Development Fund granting extra finance to five provinces in east-central Poland which were suffering from a low level of economic growth, high unemployment, and inadequate transport infrastructure – Lubelskie, Podkarpackie, Podlaskie, Świętokrzyskie and Warmińsko-Mazurskie. The final decision


to go ahead with the project was taken in March 2010. At the end of March 2011 Olsztyn city council announced that FCC Construcción of Barcelona had submitted the cheapest of the four bids (PLN 250 million) to build the new tramway network. The council’s target price was PLN321 million. Project development and construction are to take under three years from the date of contract signing. The 1,435 mm gauge double track main line, 7.3 km long, and electrified at 600 V DC, will run south from the PKP station through the city centre to the Jaroty housing estate. Two branches are envisaged, one serving the university, the other running through the old quarter to the Wysoka Brama. Total route length of the network will be 22 km. In mid-June 2011 it was announced that 15 bi-directional trams would be acquired for the future network in Olsztyn, instead of between 11 and 13 as originally envisaged. This will lower the cost per tram, and will make use of part of the PLN70 million saved by lower than expected construction costs. Since EU funding is involved, the money saved can only be spent on further urban public transport improvement projects. FCC Construcción and the city council formally signed the contract on 27 June 2011. Work on the ground is expected to start in late 2011 for completion in 2013. By late summer 2011 no contract for trams had been awarded. Poznań (population 551,627)

Miejskie Przedsiębiorstwo Komunikacyjne Poznań, ul Głogowska 131/133, 60-244 Poznań Tel: (00 48) 61 839 60 00, 61 839 60 11 Fax: (00 48) 61 839 60 09 E-mail: [email protected] Website: www.mpk.poznan.pl President: Wojciech Tulibacki

Network:

150 km (JUTS) 21 lines. Standard gauge.

Fleet:

365 – Konstal 102Na (1, modernised 2008); Konstal 105N (2, 1975); Konstal 105Na (202, 1979-92); Moderus Alfas (40, rebuilt 105Na by Modertrans); Siemens Combino (14, 2003); Düwag GT6 (1, secondhand, late 1990s); Tatra RT6N1 (10, 1997-98 originally for express tramway); Düwag GT8 (48, secondhand 1998-2003); FPS 118N (1, prototype Puma); Solaris Tramino (45, deliveries started April 2011); MF 02 AC Moderus Beta (4, Modertrans rebuilds of 105Na trams with new low-floor centre section, 2 more on order). There are also 11 heritage vehicles.


The first horse tram in Posen (Poznań until 1920) ran in 1880, linking Posen Hbf. with the old market square (Stary Rynek). Expansion has continued steadily since then, though some lines in the old quarter were abandoned. In mid-2011 the company operated 21 routes. A number of the more recent peripheral lines are built on an independent right of way, enabling higher operating speeds. The 6.1 km, six-stop line from the northern suburb of Os Jana III Sobieskiego to Most Teatralny in the city centre, near Poznań Główny PKP station, is an express tramway on an independent formation, inaugurated in 1997. In 2011 two new stretches of line were under construction, from Os Lecha to Franowo M1 shopping centre and from Most Teatralny to Dworzec Zachodni. There are several other projects envisaged, including: • Ogrody to Aleja Polska • Most Teatralny to Poznań Główny (PKP) • Zawady to Poznań Wschód • Dębiec to Os Dębina • Górczyn to Fabianowo • Grudzieniec to Aleja Wielkopolska • Rondo Żegrze to Starołęce Śląsk Conurbation (population 2,201,800) Principal urban centres: Katowice (397,600), Sosnowiec (224,700), Gliwice (196,600), Zabrze (188,400), Bytom (183,800). Tramwaje Śląskie ul Inwalidzka, 541-506 Chorzów Tel: (00 48) 32 246 60 61, 32 246 60 64, 32 246 60 65 Fax: (0 48) 32 251 00 96 E-mail: [email protected] Website: www.tram-silesia.pl President: Tadeusz Freisler Capital: PLN115,335,050

Network:


Fleet:

335 – Konstal 105N (14, 1970s); Konstal 105Na (251, 1970s); Konstal 105N-2K (33, 1970s, modernised); Konstal 105NT (1, 1984); Konstal 111N (6, 1993); Düwag PT8 (10, 1970s, ex-Frankfurt); Alstom 116Nd (Citadis 100) (17, 2000-01); E (1, ex-Weiner Linien). There are also two heritage vehicles.

The tramway network serving the Górnośląski Okręg Przemysłowy (Uppper Śląsk Industrial Conurbation, prior to May 1945 known as the German district of Schlesien) is one of the most extensive in Europe, although several line closures have recently taken


place. Tramwaje Śląskie was founded on 1 January 2003 as the successor to the State-owned Przedsiębiorstwo Komunikacji Tramwajowej w Katowicach, and on 30 May 2007, to complete the privatisation process, its 11,533,505 shares, each nominally worth PLN10, were distributed among the 12 municipalities served by the network. There are four operating divisions, Będzin, Katowice, Bytom and Gliwice, and four corresponding depots, Będzin, Katowice Zawodzie, Bytom Stroszek and Gliwice. 27 lines were operated in 2011, including Line 38, unique in Poland in still being operated by a Konstal Type N tram because it has no return loops at either end. Between 1968 and 2009 12 lines or sections of lines were closed. The operator currently faces three challenges. One is to modernise and rejuvenate a huge and ageing tram fleet. Another is to realise urgently needed infrastructure upgrades. The third is to win passengers back from a growing fleet of minibus competitors. Finance is a major problem, even with co-funding from EU sources. More line closures, rather than network expansion, are possible. Szczecin (population 405,606)

Tramwaje Szczecińskie ul Sebastiana Klonowica 5, 71-241 Szczecin Tel: (00 48) 91 439 40 11 Fax: (00 48) 91 439 26 38 E-mail: [email protected] Website: www.ts.szczecin.pl President: Krystian Wawrzyniak Capital: PLN81,499,500

Network:


Fleet:

230 – Konstal 105N (2, 1975); Konstal 105Na (93, early to mid-1980s); Konstal 105Np (2, 1994); Konstal 105Ng/S (12, rebuilt 2000-01); Tatra KT4DtM (32, rebuilt 2006); Tatra T6A2D (54, rebuilt 2008); Moderus Alfa (Konstal 105Na, rebuilt by Modertrans); PESA 120NaS (6, 2011). There are also 29 heritage vehicles.

The Stettiner Straßen-Eisenbahn Gesellschaft’s first line, with horse traction, was inaugurated in 1879, and by mid-October that year the urban network was 11.5 km in length. In 1995 a new municipal transport company, Miejski Zakład Komunikacyjny w Szczecinie, was founded, being transformed into a limited company, Tramwaje Szczecińskie, with the city council the only shareholder, on 1 January 2009. The company aspires to create an SKM network.


Toruń (population 205,312)

Miejski Zakład Komunikacji ul Sienkiewicza 24/26, 87-100 Toruń Tel: (00 48) 56 65 55 200, 56 65 55 204 Fax: (00 48) 56 65 55 339 E-mail: [email protected] Website: http://mzk.torun.pl Director: Maria Zawal

Network:

22 km, 5 lines. Metre gauge.

Fleet:

56 – Konstal 805Na (55, modernisation in progress 2005-12). There is also 1 heritage vehicle.

The first tram line in Thorn (Toruń) was inaugurated in 1891. Electrification was realised soon after the turn of the century, and the network continued expanding slowly until the mid-1930s. The 44-stop network consists of four ordinary lines and one night line. Construction of a PLN84.7 million extension to serve the Bielany academic housing estate and the Uniwersytet Mikołaja Kopernika began in 2010, with a view to inauguration in September 2013 and an extension to Szosie Bydgoskiej in 2014. In the longer term it is hoped to build an extension from the Motoarena loop to Port Drzewno, and to prolong the network to the main PKP station on the left bank of the Wisła. Once the extension to the university campus is completed new vehicles will be required. Warszawa (population 1,720,398) Metro

Metro Warszawskie

ul Wilczy Dół 5, 02-798 Warszawa Tel.: (00 48) 22 655 40 00, 22 643 63 79, 22 643 93 69 Fax: (00 48) 22 643 39 97 Website: www.metro.waw.pl President: Jerzy Lejk

Network:

Line 1 (operational) 23.1 km. Standard gauge. Line 2 (under construction) 6.1 km. Standard gauge.

Fleet:

174 cars – Metrovagonmash Class 81-717.3/714.3 (10 cars, 1990); Vagonmash Classes 81-572/573 and 81-572.1/573.1 (10 + 32 cars); Alstom Metropolis (108 cars, 1998-2005); Metrovagonmash (14, 2007).


Metro Warszawskie is owned by Warszawa city council. Construction of Line 1 began in 1983, with the first 11 km from Kabaty (where the depot and works are located) northwards to Politechnika inaugurated in 1995. Further extensions northwards were completed over the next 13 years, with that from Słodowiec to Młociny completing the 23.1 km, 21-station line on 25 October 2008. The first trains (10 cars) were delivered in 1990 from the Metrovagonmash works in Mytishchi, near Moskva, and were a gift from the USSR. Vagonmash of St Petersburg supplied 32 more cars in 1994 and a further 18 in 1997. Between 1998 and 2005 Alstom delivered 108 cars – 24 from the Santa Perpètua de Mogoda works in Barcelona, the remainder from its factory in Chorzów, to form 18 six-car Metropolis trains. In 2007 Metrovagonmash delivered 14 more cars to lengthen the original trains. Line 1 is electrified at 750 V DC, third rail. On weekdays train headways vary between three and 10 minutes depending on time of day. In 2009 the system was used by around 134.9 million passengers. The workforce is around 1,500. On 28 October 2009 the city council awarded a consortium formed of Astaldi, Gülermak and Przedsiębiorstwo Budowy Dróg i Mostów a contract to build the central section of Line 2, the estimated PLN4.77 billion cost of which is to be co-financed to the tune of PLN2.95 billion by the EU. The 6.1 km, seven-station line will run from Rondo Daszyńskiego to Dworzec Wileński, Świętokrzyska being the interchange station with Line 1. Line 2 will run beneath the Wisła at a depth of between 8 and 9 m. The target for completion is autumn 2013. The use of TBMs is expected to result in much faster boring than was the case with Line 1. It is envisaged that Line 2 will eventually be extended west from Rondo Daszyńskiego to Chrzanów (8 new stations) and north from Dworzec Wileński to Rembielińska (5 new stations), with a branch from Stadion (the station before Dworzec Wileński) running east to Wilga (6 new stations). In October 2010 a PLN1.35 billion contract for 35 six-car trains was awarded to a consortium formed of Siemens and Newag. These will be of Siemens’ new Inspiro design. The first 10 trains will be built in Germany, the remainder at Newag’s works in Nowy Sącz, with around 40% of the components produced in Poland. Deliveries will run from late 2012 to late 2013. 15 of the new trains will be used to boost capacity on Line 1. Warszawa Tramways Tramwaje Warszawskie Kancelaria Zarządu Spółki, ul. Siedmiogrodzka 20, 01-232 Warszawa Tel: (00 48) 22 534 43 30 E-mail: [email protected]; [email protected] Website: www.tw.waw.pl President: Krzysztof Karos Capital: PLN467,275,000


Network:

121 km, 27 lines. Standard gauge.

Fleet:

842 – Konstal 13N (163, 1959); Konstal 105N (37); Konstal 105Na (281, 1984); Konstal 105Nb (5, 1993); Konstal 105Ne (22, 1993-94); Konstal 105Nf (44, 1994); Konstal 105Ng (2, 1993); Konstal 105Nm (14, 1996-97); 105N-MWA (2); 105N2k (70); 106N2k/2000 (62, rebuilt Konstal 2001); Konstal 105Nz (2, 1997); Konstal 112N (1, 1995); Konstal 116N (1); Konstal 116Na (2); Konstal 116Na/1 (26, 1999); PESA 120N (15, 2007); PESA 120Na (63*, 2010, 186 on order in total); FPS 123N (30, 2007). * As at June 2011.

In 1866 a 6 km horse tramway was inaugurated linking Dworzec Wiedeński with Dworzec Petersburski and Dworzec Terespolski. By 1883 the network was 22 km long, and 80 horse trams served 11 lines. The first electric tram ran in 1908. By 1989 the 11 lines had grown to 28, and future expansion focused on the suburb of Bemowo. In 1992 a 4 km extension from Cmentarz Wolski to Osiedle Górczewska, followed in 1997 by an extension from Koło to Bemowo. The city council founded Tramwaje Warszawskie, a limited company in which it is the sole shareholder, in March 1994. Wrocław (population 632,996)

Miejskie Przedsiębiorstwo Komunikacyjne ul B Prusa 75-79, 50-316 Wrocław Tel: (00 48) 71 325 08 01 Fax: (00 48) 71 325 08 02 E-mail: [email protected] Website: www.mpk.wroc.pl President: Władysław Smyk

Network:


Fleet:

263 –Konstal 105Na (90, 1975-91); Konstal 105NWr (86, rebuilt Protram 2004-09); Protram 204 WrAs (6, 2004-08); Protram 205 WrAs (26, 2006-11); Škoda 16T (17, 2006-08); Škoda 19T (31, 2010-12, bi-directional version of the 16T for Tramwaj Plus project). There are also 7 heritage vehicles.


The Breslauer Straßen-Eisenbahn-Gesellschaft started its first horse-drawn tram service in 1877. Expansion of the network continued through the inter-war period and from 1945 to 1948. A new era of expansion began recently with the decision to develop a Tramwaj Plus limited stop network on principal cross-city axes, partially in readiness for the 2012 European football championships, Wrocław being one of the Polish venues. However, the main focus in recent years has been on rejuvenating the tram fleet.

Documents

Poland Rail Report 2012 - Brooks · PDF filePKP Cargo 40 PKP Linia Hutnicza Szerokotorowa (PKP LHS) 42 Freight transport ... part of the country, including the Slask industrial conurbation