TECHNIKA TRANSPORTU SZYNOWEGO - tts

Patronage
Association of Polish Engineers of Transportation
Member of UEEIV
Editors:
Jan Raczyński (Editor in Chief),
Katarzyna Bergiel, Tadeusz Dyr,
Bronisław Galas, Andrzej Harassek, Stanisław Kwaśniewski, Andrzej Massel,
Henryk Pogrzebski, Marek Rabsztyn, Henryk Rzepiejewski
Advisory Board:
prof. Jan Gronowicz,
Piotr Lewandowski, Zbigniew Maciszewski,
prof. Tomasz Nowakowski,
Julian Sikorski, prof. Wiesław Starowicz, Zbigniew Szafrański, Stefan Węclewski
Andrzej Żurkowski
Co-operation: Jan Boryczka, Stefan Krychniak, Ryszard Rusak, Karol Trammer
Technical Editor:
Aleksandra Rzepiejewska
Secretary: Danuta Raczyńska
Address of Editor: Łódź, ul. Motylowa 3/25
tel./fax (42) 633 37 51
Postal address: 90-955 Łódź 8, skrytka poczt. 103
e-mail: tts@emipress.com.pl
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Printing: KOLOR DRUK Pruszków, ul. B. Prusa 45
Profile:
Technika Transportu Szynowego (tts) is monthly issued journal in technical and economical subjects published in Polish.
It covers all aspects of rail transport including railways and city transport. Articles are grouped in such subjects as:
News, Analyses, Legislation and Economy, Transportation Systems, Exploitation, Technology, Researches.
Technika Transportu Szynowego (tts) was founded in 1994.
Representative in Germany, Austria and Switzerland – Tetzlaff Verlag GmbH
Hamburg, Germany (Eurailpress).
EMI-PRESS publishes also other jornals
Świat kolei (The world of railways), monthly issued. Popular magazine about railways and tramways and also for model hobby
More information see also
www.infotransport.pl
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ISSN 1232-3829
TECHNIKA TRANSPORTU SZYNOWEGO
Forum producentów, konstruktorów i użytkowników
Contents 9(148)/2006 Special issue in English, 12th year
analises
3 Polish Railways in 2005
Polskie koleje w 2005 r.
transportation systems
9 Wrocław/Poznań – Łódź – Warszawa High Speed Line Project
Projekt linii dużej prędkości Wrocław/Poznań – Łódź – Warszawa
finances
16 Support for the Development of Transport Infrastructure in Poland from European Union Funds
Wsparcie rozwoju infrastruktury transportowej w Polsce z unijnych środków pomocowych
high-technology
25 Modern dc circuit breakers
Nowoczesne wyłączniki szybkie prądu stałego
rolling stock
34 Modernisation of ST44 diesel locomotives – principles and practical issues
Modernizacja lokomotyw spalinowych serii ST44 – założenia i realizacja
tramways
9
NR
38 Tramways in Polish cites
Komunikacja tramwajowa w polskich miastach
2006
ISSN 1232-3829
Cena 29,00 zł (w tym 7% VAT)

Polish Railways in 2005

Wrocław/Poznań – Łódź – Warszawa High Speed Line Project

EU support for the Development of Transport Infrastructure in Poland

Modern dc circuit breakers
Front page:
Modernised diesel electric locomotive
class ST44 (M62) powered 3000 HP
Modernisation was done by:
Fabryka Maszyn Budowlanych i Lokomotyw
"BUMAR-FABLOK" S.A.
ul. Fabryczna 16,
32-500 Chrzanów, Polska,
tel. +48 32 6246 666 , fax +48 32 623 29 25
www.fablok.com.pl
e-mail: info@fablok.com.pl

Modernisation of diesel locomotives
®
www.fablok.com.pl
Pierwszy polski napęd asynchroniczny do trolejbusów
Other advertisements:
GRAW Sp. z o.o. (page II), MEDCOM (p. 2), CNTK (p.15), Frenoplast (p. 24),
WOLTAN Sp. z o.o. (p. 33). TRAKO Fair (p. 40), ENIKA (p. III), PTKiGK S.A. (IV)
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Any additional question please send also to
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UNIA DLA PRZEDSIÊ BIORCZYCH
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Wheel: A
Specification:
ENT
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mm
WXYZ
Measures diameters of both wheels and calculates
their difference. Determines the average diameter
value based on many measurements.
?
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Track gauge: -20mm � +55 mm
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Right and left grooves, switch point gap: up to 200 mm
Guiding gauge and witdth of guides -entire range
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Weight: 2.4 kg
Memory capacity:
500 km of track or 1000 turnouts
Operation temperature: -20 ¸ +45°C;
temperature compensation of readings
Backlit display; readable even in direct sunlight
Instrument is insulated;
ready to work immediately after switching on
Operation time when fully charged: 24 h
K O N K U R E N C Y J N O Œ Æ
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Wheeset: 4ANc
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Diameter range: 800 � 1100 mm
Diameter: 886.06 II. Meas: 4
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Weight: 3 kg
Wheel diameter measurement
A-B 0.23
A
B
Difference of wheel diameter
Wheeset: 4ANc
Wheel: B
in a wheel set
Average:
886.07
886.06
Signalling of exceedings
886.09
Pomiar toru
886.06
Storing wheel set IDs
Difference: A-B
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Memory capacity: 2000 diameter values
0.23
Des.:
Rep.:
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Operation temperature: -20 ¸ +45°C;
920.00
886,00
870,00
temperature compensation of readings
Backlit display; readable even in direct sunlight
ready to work immediately after switching on
Operation time when fully charged: 24 h
O.D. 1000 mm template delivered with the gauge
Software delivered with the instrument makes it possible to download the readings to the PC and generate measurement reports.
P.U.T. GRAW sp. z o.o.
ul. Karola Miarki 12, 44-100 Gliwice, Poland
tel./fax +48 (32) 231 70 91, e-mail: info@graw.com, www.graw.com
other instruments are also available
EMU ED74
MEDCOM has developed and supplied compact, lightweight inverters of the total power of 2000 kW for the
new Polish EMU ED74 (ED59) based on high-voltage IGBTs. They are made for higher speeds, better efficiency,
improved passenger comfort and reduced maintenance. This is the sixth railway vehicle equipped with the asynchronous drive developed and produced by MEDCOM.
FT-500-3000 inverters
FT-500-3000 inverters are a new chopperless structure built
on HV IGBT (6.5KV) transistors. The inverters are equipped
with air cooling that guarantees high reliability and low
operating costs. The lack of cooling liquid decreases the
environmental hazard in case of a failure. Control of the
inverter is possible on the DSP with the synchronous modulation. The advanced control algorithms guarantee high
quality traction parameters of the train. The low content
of harmonics in the motor current ensure low pulsations of
the motor torque within the full speed range. The inverter
operates correctly within the temperature ranging from -40°C to +50°C and within the input
voltages ranging from 2000 to 3900V=.
It meets the EMC standards and du/dt
for the motor voltage. The built-in
crowbar (SCR) protects the inverter
systems when power supply limits are exceeded. The application of polypropylene (dry)
capacitors guarantees long
service life and practically
service less performance
of the system.
PSM-60 converters
Static converters have been built using the HV IGBT (3.3kV),
with the application of amorphous magnetic materials and
insulation of windings with kapton. Microprocessor control, very good parameters of output voltages. Aluminium
housing, natural convection air cooling. Range of input
voltages from 2000V to 4200V DC, working temperature
from -40°C to +50°C. The converters supply the 24V= on
board installation (control of the vehicle and door drives)
and 3×400V 50Hz (air-conditioning, ventilation and compressors).
With more than 7,000 units installed worldwide and with 18 years experience in the field of power electronics, the
MEDCOM Company has become your innovative and strong partner for modern traction applications. Medcom
produces modern propulsion and auxiliary traction converters according to any possible customer’s requirement.
Propulsion Traction Converters
• Modern design based on HV IGBTs as the switching
element
• Power range - 200kW÷2000kW
• Compact and lightweight design
• Control system in the Digital Signal Processor technology
• Improved reliability
• Less and simpler maintenance
• Environment friendly (refrigerant free, easier recycling,
reduced noise)
Auxiliary Traction Converters
• Power range 5kW÷300kW
• Compact and lightweight design
• One-system and multi-system power supply
(5 UIC + Russian system)
• DC and AC output voltages (f=const , f=var)
• Monitoring and control via RS232,CAN2.0 or MVB
• Digital Control
• High MTBF
• Long service life and high level of availability
• Fulfil current rail standards and conform to EU regulations
Medcom Sp. z o.o. ul. Barska 28/30 PL-02-315 Warszawa tel. +48 22 314 42 00 fax +48 22 314 42 99 e-mail: info@medcom.com.pl www.medcom.com.pl
Please visit us at InnoTrans 19-22 September 2006 Berlin/Germany Hall 4.2 Stand No. 107A
Marek Rabsztyn
Polish Railways in 2005
Polish State Railways (Polskie Koleje Państwowe – PKP)
rank among the largest in Europe. With its 19,000 route-km network it takes the third place in Europe, after Germany (35,858 km) and France (29,352 km).
PKP passenger traffic amounted to 218 million in 2005, down
from 267 million in 2004 – according to UIC statistic – but we
must add the 39 millions passengers carried by Koleje Mazowieckie (KM) railway, separated from PKP in 2004. This gives us
257.4 million passengers carried in Poland in 2005 and puts Poland in ninth place in Europe, as follows:
1.DB AG, Germany
1,781 million passengers in 2005
2.ATOC, United Kongdom 1,078
3.SNCF, France
974
4.UZ, Ukraine
518
5.FS, Italy
514
6.Renfe, Spain
505
7.NS, Holland
320
8.SBB, Switzerland
278
9.PKP + KM, Poland
257
10.BC, Belarus
141
and dozens of smaller countries in Europe.
In freight traffic and volume of goods carried, according to
the same UIC source, PKP Group ranks third in 2005:
1.UZ, Ukraine
450.3 million tonnes
2.DB AG, Germany
266.5
3.PKP Group, Poland
149.7
4.SNCF, France
107.5
5.FOC, Great Britain
102.7
6.ÖBB, Austria
86.8
Decline in railway traffic
PKP Group suffered losses of 13.7 million tonnes in 2005
(–8.4%) compared with 2004, according to UIC source. But there are still more powerful open access operators, which carried
121.3 million tonnes in 2005. This traffic – 121.3 million tones
– was made both over private lines (as an international industry
transport) and PKP PLK lines.
1990
1995
2000
2005
785.5
465.1
360.1
257.4
Fig. 2. Transfer of passengers in millions by PKP (ev. PKP + KM) in years
1990–2005
1990
281.7
1995
225.3
2000
2005
186.9
149.7
Fig. 3. Transfer of freight in million tonnes by PKP (ev. PKP Group) in
1990–2005
Fig. 1. The length of railway lines in km in some Europeans countries
Source: UIC Statistic 2004, 2005
The PKP SA group consists of 11 operational companies and
some companies dealing with repair and overhaul of railway appliances. The operational subjects are:
n PKP Headquarter SA (plc)
n PKP PLK SA
n PKP LHS Sp. z o.o. (Ltd)
n PKP Intercity Sp. z o.o.
n PKP Przewozy Regionalne Sp. z o.o.
n PKP SKM Gdańsk – Gdynia Sp. z o.o.
n PKP WKD Sp. z o.o.
n PKP CARGO S.A.
n PKP Telekomunikacja Sp. z o.o. (telecommunication)
n PKP Energetyka Sp. z o.o. (power supply)
n PKP Informatyka Sp. z o.o. (IT)
In passenger traffic, PKP Intercity Sp. z o.o., the most prestigious Polish long distance operator, carried 9.6 million passengers in 2005, compared with 7.9 million in 2004. This is 1.7 million more and an increase of 21.5%. It also managed to improve
its business activity, from a 40m PLN loss in 2004 to a 3m PLN
profit in 2005. But regional traffic suffered losses, so the total
drop was from 266.8 million in 2004 to 257.4 million passengers in 2005 and the overall result is negative – 3.5% fewer passengers in 2005 than in 2004.
PKP Intercity runs about 250 trains daily, including overnight
and international services. About 40 trains a day attain the maximum line speed of 160 km/h on the Central Trunk Line (CMK)
from Warszawa to Kraków or Katowice and on the east-west corridor from Warszawa to Poznań and further to Rzepin at the German border.
9/2006
Table 1
PKP Group, general data 2005
Operator PKP CARGO. PKP LHS. PKP Intercity. PKP Przewozy
S.A.
Sp. z o.o
Sp. z o.o
Regionalne.
Sp. z o.o
Passengers carried [millions]
Passenger-kilometres [million-km] Tonnes carried
[m]
Tonne-kilometres [million-km] PKP SKM
PKP WKD
Gdańsk-Gdynia Sp. z o.o.
Sp. z o.o.
-
-
9.6
164
37.7
6.4
-
-
3300
12 600
684
112
144.72
5.101
-
-
-
-
42,077
1,726
-
-
-
-
SKM trains run over PKP PLK tracks
within the administrative boundary of
Warsaw. This is a 20 route-km plus
10 km section to satellite town of Pruszków, west of Warszawa. Tickets in SKM
trains are the same as in trams, buses
and metro in Warszawa.
Rolling stock without
new traction solutions
The PKP’s locomotive park still has almost the same number of locomotives
able to run at a speed of 160 km/h, as
it did 10 years ago (47 Class EP09 loEmployment
48 200
1154
1175
17 308
806
222
comotives and 2 Class EP05 locos).
Finance PKP also has 10 Class EP08 locos able
• turnover
[million PLN]
6,170
209
905
2160
101
21
to run at a speed of 140 km/h, produ• costs
[million PLN]
6
184
902
2770
100
21
ced in 1970. Other motive power rolling
• subsidiary
[million PLN]
0
0
0
420
6.7
3
stock can run at a speed of 125 km/h or
* All PKP locomotives are managed by PKP CARGO
Source: PKP S.A. and Rynek kolejowy 6/2006
lower. The new rolling stock bought recently by PKP: Przewozy Regionalne
and newly founded Szybka Kolej Miejska (Fast Urban Rail – SKM)
in Warszawa Sp. z o.o. from NEWAG SA Nowy Sącz (former
ZNTK) and PESA Bydgoszcz is better equipped with passenger
facilities. It has a streamlined and noise-proof body, plug-sliding
doors, air conditioning, vacuum toilets, comfortable seats, video
cameras and other improvements. Unfortunately, it lacks modern
traction and power saving equipment. Only one type of vehicle
– an emu Class EN81 for secondary lines, produced by PESA
Bydgoszcz for the Małopolska region, is a more contemporary
vehicle, with asynchronous motors, invertors and electrical braking, but with speed limited to only 120 km/h.
In regional and suburban traffic, the new regional operator
Class ET22 loco (PKP Cargo) hauling a freight train. Locomotive on photo is the first
Koleje Mazowieckie Sp. z o.o. (KM) emerged in 2004 as a joint
locomotive after modernisation
venture of the local government of the Mazovia region and PKP,
with shares split 51:49. So, this is more of a governmental than
a railway enterprise. This is the first agreement of this type between the state and the railway in Poland. Koleje Mazowieckie
employs 1,700 people and operates trains all over the whole Mazovia voivodeship, from Skierniewice in the west to Łuków in the
east and from Skarżysko Kamienna in the south to Działdowo in
the north. Koleje Mazowieckie Sp. z o.o. took over 40 million
passengers from PKP Przewozy Regionalne Sp. z o.o. railway in
2005. It has no own rolling stock, but leases it from PKP Przewozy Regionalne. Koleje Mazowieckie introduced its common ticket
with Warsaw Transport Authority (MZK) – for trains, trams, buses
and metro – within the administrative boundary of Warsaw. Recently, rolling stock was bought by KM from German railway for
second lines – two second-hand Class VT 627 and VT 628 diesel rail buses for services on the Warszawa Gdańska – Legionowo – Tłuszcz line, 50 km distance, and the Nasielsk – Sierpc line, 90 km distance.
As mentioned above, PKP’s network stretches over 19,000 rou­
Open access operator PCC Rail Szczakowa hauls a train loaded with coal from Silete-km. PKP PLK SA (Polskie Linie Kolejowe) manages this infrasia to Warsaw with two locomotives – first is a Class 181 loco leased from Czech
structure. Beside that, there is also 950 route-km of private lines
Railways (ČD) and the second is Polish loco 3E type
in Poland, located almost exclusively in the Upper Silesia region
SKM Warszawa has been founded by MZK Warszawa in Sepand managed by: PTKiGK Rybnik – 360 route-km, KP Kotlarnia
tember 2005 for improving public transport in the town. It has
– 200 route-km, CTL Rail – 175 route-km, PCC Rail Szczakowa
bought 6 new Class 14WE emus, produced by NEWAG, Poland.
– 175 route-km and KP Kuźnica Warężyńska – 45 route-km. TheRolling stock
• electric locomotives
1763
–
–
–
–
–
• diesel locomotives 2030
58
–
–
–
–
• freight wagons
86 461
38
–
–
–
–
• emus
`–
–
–
1068
72
–
• dmus, rail buses –
–
–
12
–
–
• coaches
–
–
1340* 4112*
35
–-
9/2006
se are former sand mine tracks, built by the state in the 1950s
and 60s to enable the operation of coal mines. Some of these
lines are electrified at 3 kV dc system. The length of PKP PLK’s
network diminished over the last two years by 1,000 route-km,
because the traffic on these lines was very unprofitable.
All the railways undertakings in Poland carried 271.1 million
tonnes of freight and 257.4 million passengers in 2005. Compared with 275.5 million tonnes of freight in 2004, this is 4.4 million tonnes of goods less (1.6%). Of the 271.1 millions tonnes
of freight in 2005, 149.7 million were carried by PKP Group operators and the remaining 121.4 million tonnes were carried by
private operators. So PKP Group transported 55.2% of all freight,
while private operators did 44.8 % in 2005. These figures for
2004 were: PKP Group – 59.3 % and private 40.7 %. As we can
see, PKP’s share of the traffic is diminishing, while private operators increase.
The freight branch of PKP Group consists of PKP Cargo and
PKP LHS. PKP LHS is a 400-km-long broad gauge railway stretched between the Polish – Ukrainian border at Hrubieszów/Izow
and Sławków iron ore terminal near Katowice, Silesia. Of this the
149.7 million tonnes of freight, 144.6 million tonnes were carried by PKP Cargo SA and 5.1 million tonnes by PKP LHS (Linia
Hutnicza Szerokotorowa). Both these operators – PKP Cargo and
PKP LHS – declined in 2005, compared to 2004, when they carried 156.2 and 7.3 million tonnes, respectively (total: 163.5 m
tonnes). While total railway freight traffic in Poland in 2004
achieved 275.5 million tonnes, the open access operators carried 112 million tonnes. Also, PKP Cargo carried 11.9 million
tonnes of freight less in 2005 than in 2004, while PKP LHS – 2.2
million tonnes less than in 2004.
Open access operators grow
There are about 20 open access freight operators in Poland. The
most powerful of them are PTKiGK (Przedsiębiorstwo Transportu
Kolejowego i Gospodarki Kamieniem – Rail Transport & Stone
Management) S.A. Rybnik and PTKiGK (Przedsiębiorstwo Transportu Kolejowego i Gospodarki Kamieniem) SA Zabrze, both from
southern Silesia. They carried 51.5 and 34.9 million tonnes of
freight, respectively, in 2005. They deal mainly with transporting
coal from coal mines to the neighbouring power stations, and
sand from the sand mines to the coal mines, but also drive out
on PKP PLK tracks and carry coal and other products throughout
Poland or even abroad. They also carry ashes and cinders out of
the power stations. Other major private operators in Poland in
2005 were:
n PCC Rail Szczakowa (Petro Carbo Chem) S.A., Jaworzno near
Katowice (carriage of coal and gas) 9.4m tonnes
n CTL Rail (Chem Trans Logistic), Warszawa Sp. z o.o. (carriage
of fuel oil, sand and coal)
9.1m tonnes
n KP Kotlarnia S.A., Kotlarnia near Gliwice (Kolej Piaskowa)
(carriage of sand and coal)
3.8m tonnes
n Pol-Miedź-Trans Sp. z o.o., Lubin, near Wrocław (carriage of copper ore and copper)
3.6m tonnes
n NZTK (Nadwiślański Zakład Transportu Kolejowego) Sp.
z o.o., Bieruń near Katowice (coal, aggregate) 2,2m tonnes
n Lotos Kolej Sp. z o.o., Gdańsk (carriage of fuel oil)
1.4m tonnes
n KP Kuźnica Warężyńska SA (Kolej Piaskowa), Dąbrowa Górnicza near Katowice (transport of sand)
1.4m tonnes
Table 1
Transport of goods by PKP Group
and new private operators in Poland in 2000–2005
2000
2005
PKP CARGO S.A. and PKP LHS
186.9
149.7
65.0
121.4
Open access operators*
* including internal transport inside own network
A freight train hauled by two Class ET21 locos of CTL Rail Warszawa, approching Warszawa
Two Class EP09 electric locomotives haul the PKP Intercity “Pieniny” express Warszawa-to- Rzeszów/Nowy Sącz train; the first loco is in its new
livery, while the second is in old
n Transoda Sp z o.o., Inowrocław (transport of limestone)
1.0m tonnes
n PKN Orlen S.A., Warszawa (transport of fuel oil) 1.0m tonnes
Almost all private operators increased their business in 2005
compared with 2004. The most spectacular increases were those of:
n Lotos Kolej – from 0.7 m tonnes to 1.4 m tonnes – 100%
growth
n NZTK – from 1.3 m tonnes to 2.2 m tonnes – 69% growth
n PTKiGK Zabrze – from 27.8 m tonnes to 34.9 m tonnes – 25%
growth
PCC Rail Szczakowa is a newly established joint venture
company with the German concern Petro Carbo Chem Rohstoff
GmbH from Duisburg, which deals with petroleum products.
9/2006
They both started trading in mid 2003. The former name of PCC
Rail Szczakowa SA was KP Szczakowa SA. Generally, the open
access operators managed to keep their costs down, compared
with PKP Cargo. Their trains are longer and havier than those of
Przewozy Regionalne typical regional train hauled by Class EU07 electric
locomotive
Class EN57 emu (Koleje Mazowieckie) heading for Działdowo, a 150 km
distance from Warsaw
Koleje Mazowieckie Class VT 628 diesel railbus, waiting in Warszawa
Gdańska before departure to Tłuszcz
9/2006
PKP Cargo. As a rule, they use two locomotives to haul one train,
even if these locos have different traction characteristics.
Managing the network
The Polish railway infrastructure is improving slowly, after many
years of underfunding. Actually only 675 route-km (4% of the
network) allow travel at the speed of 160 km/h and 2,075 routekm (11%) at the speed of 120 – 160 km/h. In the 1990s, the
AGC (Accord Européen sur les Grandes Lignes Internationales de
Chemin de Fer) agreement under the auspices of the United Nations was signed about the main international railway corridors in
Europe and also border crossings by 24 countries, including Poland. Five (5) of these corridors run through Poland.
1. E 20 - Frankfurt a/Oder/Kunowice at the German border – Poznań – Warszawa – Terespol/Brest at the Belarussian frontier
2. E 30 – Goerlitz/Zgorzelec at the German border – Wrocław –
Katowice – Kraków – Medyka/Mostiska at the Ukrainian
border
3. E 59 – Copenhagen/Stockholm - Świnoujście – Poznań –
Wrocław – Kędzierzyn/Koźle – Chałupki/Bohumin at the Czech
Republic border
4. E 65 – Helsinki – Gdynia – Gdańsk – Warszawa – Idzikowice
– Katowice –Zebrzydowice/Petrovice at the Czech Republic
frontier
5. E 75 - Warszawa – Białystok – Sokółka – Suwałki – Trakiszki/
/Mockava at the Lithuanian frontier
According to the AGC agreement, all these lines should be
adjusted to 160 km/h speed for passenger trains and 120 km/h
for freight trains, as well as 225 kN axleload. Border crossing
should be suitably equipped and the train stop at the border should not exceed 1 hour. Most of the current investment of PKP
PLK is focused just on these 5 AGC corridors and their accompanying lines. Up till now, only the E20 (in about 75%) and E65
(about 30%) lines are partialy upgraded to these requirements,
while the E30 and E59 corridors are still under reconstruction
and the E75 corridor is only under feasibility study.
Most works on the infrastructure are being carried out with
European Union support. On 1 January 2000, the ISPA (Instrument for Structural Policies for Pre-Accession) program commenced and within this program, the Financing Memoranda for
11 railway projects in Poland were signed. The ISPA funds contribute up to 75% of the costs, while the remaining 25% is due to
be payed by the Polish government. Some of these ISPA projects
have already been finished, for example: “Modernisation of the
E 20 line, Rzepin – state border section – Project 2000/PL/16/P/
/PT/003”. The eligible costs of this project were 23.0 million euro, including ISPA funds of 17.3 million euro.
Other ISPA fund projects, now being developed are:
1. Modernisation of the E 20 railway line, Siedlce – Terespol
section (Project 2001/PL/16/P/PT/012), length 121 routekm. The task includes track and overhead contact system rebuilding, reconstruction of level crossings and engineering
structures, construction of a 15 kV power supply line. ISPA
funds amount to 139 million euro
2. Modernisation of the E 30 railway line, Węgliniec – Legnica
section (Project 2001/PL/16/P/PT/013), length 71 route-km.
This includes track works, modernisation of overhead contact
system and power supply system and stations. Modern signalling and traffic control as well as telecommunication devices will be installed on the whole section. ISPA funds amount
to 92.8 million euro
3. Modernisation of the Poznań railway node on the E 20 railway
line (Project 2001/PL/16/P/PT/014). The 18 route-km section
section between Swarzędz and Poznań Górczyn will be rebuilt,
including track works, overhead contact system, signalling,
drainage and viaducts. ISPA funds are 50.6 million euro
4. Improvement of the railway infrastructure in Poland, (Project
2001/PL/16/P/PT/015). Spread out all over the PKP PLK’s
network works, known also as the “removing the bottle necks”
aims at the removal of speed restrictions on the network –
track rebuilding, replacement of worn out turnouts, viaducts
and embankments, istallation of automatic signalling on level
crossings, etc. ISPA funds amount to 83.3 million euro
5. Modernisation of the E 30 railway line, Węgliniec – Zgorzelec
(Görlitz) together with the Węgliniec - Bielawa Dolna (Horka)
section for freight traffic (Project 2001/PL/16/P/PT/016). The
works include the modernisation of open lines and stations
with engineering structures, modernisation of power supply,
signalling and traffic control and telecommunication systems
and also the electrification of the Węgliniec – Bielawa Dolna
section. ISPA funds amount to 62.6 million euro.
Besides the ISPA assistance, Poland as an EU member since
2004 is eligible to apply for the support from the Cohesion Fund
and the European Regional Development Fund. This money was
also used for railway projects in the following tasks:
1. Modernisation of E 65 railway line, Gdynia – Działdowo – Warszawa, 345 route-km
2. Modernisation of E 75 railway line, Warszawa – Białystok –
Trakiszki – Lithuanian border, 350 route-km
3. Modernisation of CE 20 railway line, Łowicz – Łuków (freight
bypass of Warsaw railway node), 160 route-km
4. Modernisation of CE 30 railway line, Wrocław – Opole – Katowice section, freight branch of E 30 line
5. Modernisation of Warszawa – Łódź line
Currently, the following work is in progress over the PKP PLK
network:
n E20 line, Poznań railway node – rebuilding the tracks, drainage, viaducts, overhead contact system and signalling
n E20 line, Warsaw railway node - rebuilding the tracks on
crosstown railway line, including a 1.2 km tunnel
n E20 line, Siedlce – Łuków section, 28 route-km - upgrading
to 160 k/h
n E30 line, Węgliniec – Miłkowice - Legnica, 71 route- km –
upgrading to 160 km/h
n E30 line, Grabiny – Dębica – repair of the railway embankment (landslide length 0.1 km)
n E30 line, Łańcut station – replacement of 6 turnouts and
upgrading tracks to 120 km/h
n E65 line, Tczew station – building of local signalling center
(LCS)
n Warszawa – Łódź line, Rogów – Koluszki section, 10 routekm – rebuilding tracks and overhead contact system for 120
km/h
A new Class 14WE emu (SKM Warszawa), operating between Warszawa and Pruszków
Class SA 109 diesel railbus operating between Kraków Główny (main station) and
Cracow International Airport in Balice
A Class EN94 (PKP WKD) Warszawa Suburban Railway to Grodzisk Mazowiecki carried 0.22 million passengers more in 2005 (6.4 m) than in 2004 (6.2 m)
9/2006
Map of the PKP PLK network
n Warszawa – Kraków line, Tunel – Miechów section, 10 routekm, including Miechów station – rebuilding tracks and catenary for 100 km/h
n Warszawa – Kraków line, Niedźwiedź - Łuczyce section, 5 route-km, including Łuczyce station – rebuilding tracks and
overhead contact system for 100 km/h
n Warszawa – Kraków line, Warszawa – Piaseczno section, rebuilding of 2 level crossings – upgrading to “A” and “B” category, respectively
n Tarnowskie Góry – Gdynia line, Wręczyca – Kłobuck section,
repairing the railway trench (landslide length 1.2 km)
n Katowice – Zwardoń line, Żywiec – Węgierska Górka, rebuilding of 2 level crossings from “D” to “B” category
9/2006
Source: PKP PLK S.A. 2005
In 2007–2013 preparatory work will also begin to build a
new Warszawa – Łódź – Wrocław/Poznań high speed line.
A serious problem on Polish Railways is the large number of
level crossings on the network. There are about 14,400 level
crossing on the PLK network, which means an average distance
between two level crossings is 1.4 km. The most numerous
(8,500) and consequently the most dangerous are category “D”
level crossings – marked only by “St Andrew’s crosses”, without
red lights, alarm bells or barriers. Almost 50 people lose their
lives in level crossing accidents every year and many more are
badly injured.