The Rail Market in Poland 2014

BROOKS MARKET INTELLIGENCE REPORTS The Rail Market in Poland 2014

Brooks Events Ltd © 2014. All rights reserved. A Brooks Reports Publication 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. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, without the prior permission in writing of the publisher, nor be otherwise circulated in any binding, cover or electronic format other than that in which it is published and without a similar condition including this condition being imposed on the subsequent purchaser /borrower.

Cover image: Keith Fender

BROOKS MARKET INTELLIGENCE REPORTS Contents

1. introduction 4 Polish history and rail transport geography 4 Evolution of the rail network 4 Polish railway border crossings 5 A transit country 7 European TEN-T routes in Poland 7 2. Government 8 Ministry of Transport, Construction and Maritime Economy 8 EU-directed railway legislation 8 Coping with EU membership 9 The impact of liberalisation 9 Local government structure 10 Regulation 10 PKP – the state railway company 10 3. national railway infrastructure 12 PKP PLK 12 Other rail infrastructure owners/managers 23 4. Passenger operations 26 Long-distance 26 Local passenger transport – state-owned operators 28 Local public transport – open access and province-owned operators 32 Suburban rail developments 39 5. fReight operations 43 Railfreight market overview 43 Freight transport – PKP subsidiaries 46 Open access railfreight operators 53 6. uRban public transport 64 Bydgoszcz 64 Częstochowa 64 Elbląg 64 Gdańsk 65 Grudziądz 65 Gorzów Wielkopolski 66 Kraków 66 Łódź 66 Olsztyn 67 Poznań 68 Śląsk Conurbation 68 Szczecin 70 Toruń 70 Warszawa 71 Metro 71 Warszawa Tramways 72 Wrocław 73

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 homogeneous 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, 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. As private car commuting increases, there is also a steady increase in congestion on urban streets designed for traffic of the pre-car ownership era. This phenomenon, observed in recent years in Kraków, has a knock-on effect on the reliability of road-based public transport services, including tramways. During the first decade of the current millennium the country’s GDP grew at an average rate of 4% per annum, and in 2012 was estimated at USD 813.8 billion in total, USD 21,118 per capita (the power purchasing parity value). Poland was virtually unscathed by the 2008-09 recession and in 2010 the 3.9% economic growth rate was reckoned to be one of the best in Europe. The country enjoys A (domestic), A- (foreign) and A+ (T&C assessment) credit ratings according to Standard & Poors.

Evolution of the rail network 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 network 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 Note on exchange rates are categorised as ‘heritage’ or tourist lines. Most prices are given Warszawa gained trunk lines to Wien (completed 1848), St Petersburg via Białystok (1862) and Polish złoty (PLN). In July Moskva via Terespol (1867). Krakau (Kraków) to Berlin was completed in 1847 and Berlin to 2014 EUR1.00 was worth Königsberg (Kaliningrad) in 1853. Re-gauging took place soon after the frontier revisions that PLN 4.15. followed the First and Second World Wars.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 4 Poland: Principal rail network statistics as at 31 December 2012 Total rail Per 100 km² Electrified Single Multiple Network (3kV DC) track* track*

Route-km 20,094 6.4 11,920 11,262 8,717

Note: Includes some 1,520 mm gauge lines but excludes the large number of lines of 600, 750 and 1,000 mm gauge, most of which are heritage operations.

The traction and rolling stock fleet in Poland in 2011 / 2012 Vehicle type 2011 2012 Electric locomotives 1,879 1,849 Diesel locomotives 2,301 2,264 EMUs, electric railcars 1,256 1,226 DMUs, diesel railcars 210 209 Freight wagons, of which: 88,928 91,483 – covered vans 4,939 4,576 – high-sided open (coal) 58,829 58,365 – platform 11,985 11,274 – tank 8,026 8,919 – refrigerated – – – other 5,149 8,919 Coaches, of which: 7,854 7,346 – for passengers with disabilities 62 63 – sleeping cars 181 180 – couchette cars 119 113 – restaurant cars 115 104 EMU and DMU cars, of which: 4,241 3,974 – for passengers with disabilities 433 649 Other carriages 57 16

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). Electrification in Germany is at 15 kV 16.7 Hz, in the northern Czech Republic and Slovakia at 3 kV DC, and in the western parts of the CIS countries at 25 kV AC. Multiple-voltage electric locomotives are required for haulage on routes linking Poland and Germany. (E) – electrified in Poland (3 kV DC).

With Belarus Terespol – Brest (1,520 mm gauge continues to Terespol) (E) Czeremcha – Visoko-Litovsk Siemianówka – Svislach

With the Czech Republic Zawidów – Frýdlant v Čechách (freight only) Jakuszyce – Harrachov – (reopened 2010) Lubawka – Královec (freight only) Mieroszów – Meziměstí Międzylesie – Lichkov (E) Głuchołazy – Mikulovice Głuchołazy – Jindřichov ve Slezsku Chałupki – Bohumín (E) Zebrzydowice – Petrovice u Karviné (E) Cieszyn – Český Těšín (E)

With Germany Świnoujście – Heringsdorf (reopened 2008) Szczecin – Grambow Szczecin – Tantow Kostrzyn nad Odrą – Küstrin-Kietz (E) Kunowice – Frankfurt/Odra (E) 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 (1,520 mm gauge continues to four logistics bases between Braniewo and Młynary, and the 1,435 mm gauge line continues north to Kaliningrad)

With Slovakia Zwardoń – Skalité (E) Muszyna – Plaveč (E) Łupków – Medzilaborce

With Ukraine Krościenko – Khyriv

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 6 Malhowice – Nizhankovichi Przemyśl/Medyka – Mostyska (E) Werchrata – Rava-Ruska Hrebenne – Rava-Ruska Hrubieszów – Volodymyr-Volynskyi (LHS 1,520 mm freight only line to Śląsk industrial conurbation) Dorohusk – Jahodyn (E)

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. 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 continued west through Germany to a major freight redistribution or logistics hub. Railfreight exports, as shown in the table below, are on the increase, imports are tending to decline.

Railfreight in Poland in 2012

2012 Thousand 2011 = 100 Million 2011 = 100 tonnes Tonne-km Domestic railfreight 165,630 92.7 28,440.4 84.7 Export consignments 24,834 106.5 8,062.0 109.0 – by land 16,611 105.1 3,921.5 103.6 – through ports 8,223 109.3 4,140.5 114.5 Import consignments 35,427 85.6 9,293.4 95.3 – by land 31,144 83.1 7,816.1 97.0 – through ports 4,283 108.5 1,477.3 87.2 Transit railfreight 4,930 9 8.7 3,106.0 102.9

European TEN-T routes in Poland Latest European Commission information concerning the TEN-T network states that the core network consists of nine routes, linking 94 major European ports and 38 major airports, with 25 border crossings, where projects will be realised to increase throughput capacity. 15,000 km of railway are to be upgraded for high-speed operation. It is stated that each corridor must include at least three modes of transport, three EU countries, and two border crossings. Two such routes traverse Poland and are currently the subject of four EU investment programmes under the revised policy introduced in October 2013 (details in Section 2): The Baltic–Adriatic Corridor. This runs from Trójmiasto (Gdynia, Sopot and Gdańsk), and from Szczecin and Świnoujście to the Czech and Slovakian borders near Ostrava and Žilina. Through Poland there are two possible routes from Trójmiasto, either via Warszawa or via the Magistrala Węglowa (Main Line Coal Railway, Line 131), which links Gdynia via Kościerzyna, Inowrocław, Zduńska Wola Karsznice and Herby Nowe with the Śląsk industrial conurbation, to Katowice. From Szczecin and Świnoujście the route lies via Poznań and Wrocław, passing to the west of Katowice. The North Sea–Baltic Corridor. Entering Poland from Germany at Frankfurt/Oder, this uses the E20 main line via Poznań to Warszawa. Here it bifurcates, the southern arm continuing to the Belarus border, between Terespol and Brest, while the northern arm passes through Białystok to serve the Baltic States and Finland – the much-delayed and indecisive ‘Rail Baltica’ project.

Ministry of Transport, Construction and Maritime Economy ul Chalubínskiego 4/6, PL-00-928 Warszawa Tel: (+48) 22 630 10 00 E-mail: [email protected] Website: www.transport.gov.pl; www.mi.gov.pl Minister: Sławomir Nowak 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 (Program Infrastruktura i Środowisko, POIiŚ), represent the largest-ever infrastructure 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, 2007-13, EUR 28.3 billion, of which EUR 19.6 for transport-related projects. ■■ Operational Programme Development of Eastern Poland, 2007-13, Transport infrastructure investment amounting to around 29.0% of the total funding budget of EUR 2.7 billion. This covers Warmińsko-Mazurskie, Podlaskie, Lubelskie, Podkarpackie and Świętokrzyskie provinces. ■■ There were also 16 Regional Operation Programmes (2007-13), with overall funding of EUR 20.175 billion. Under the EU’s Multi-Annual Financial Framework, Poland is likely to receive EUR 105.6 billion between 2014 and 2020 – EUR72.9 billion as part of the Cohesion policy, and EUR28.5 billion as part of agricultural policy. 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 were originally for short periods, six or 12 months, insufficient to enable operators to develop longer

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 8 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. Current policy will result in Poland becoming the largest beneficiary of EU co-finance among the 27 member countries. For the 2014 to 2020 period the amount received will be almost EUR 4 billion more than during the 2007 to 2013 period. 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 from just four in 2001 to 40 in 2005 and to 50 in 2009, when they managed to capture 54.92% of all Polish railfreight (in tonnes moved) and 31.53% (in terms of tonne-km) – compared with just 48.84% and 24.55% respectively in pre-recession 2007. By 2012 UTK data indicates that there were 63 licensed railfreight operators, who had captured 46.48% (tonnes) and 34.09% (tonne-km) of the market. Many of the open access freight companies handle considerable tonnages, although this includes many short haul movements. In Poland liberalisation of the railway market appears mainly to have resulted in a transfer of loyalties by clients – the incumbent state operator, PKP Cargo, has been obliged to fight harder for its traffic, and in the post-recession climate it and its subsidiaries appear to be succeeding in this. There has been plenty of enthusiasm over open access freight development in Poland, because the terrain was initially fertile. The country has a large number of privately owned industrial rail networks, and these companies, with their fleets of ageing locomotives, mainly diesels of similar

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 9 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 structure 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 head 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, PL-00-928 Warszawa Tel: (+48) 22 630 18 30 Fax: (+48) 22 630 18 90 E-mail: [email protected] Website: www.utk.gov.pl/portal/pl President: Krzsztof Dyl 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, PL-00-973 Warszawa Tel: (+48) 22 511 60 03, 47 49 016 Fax: (+48) 22 47 49 102 E-mail: [email protected]; [email protected] Website: http://pkpsa.pl President: Jakub Karnowski As a limited company, PKP SA was created on 1 January 2001, its sole shareholder being the Treasury. Its principal role is to supervise and coordinate the activities of PKP Group companies, as well as setting objectives for them and ensuring they are implemented. It also coordinates the communication and marketing actions of the entire group. A separate role is to exercise owner supervision and privatise companies belonging to the PKP Group.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 10 PKP SA owns the majority of the stations on the Polish railway network and also holds an extensive property portfolio. 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 Logistics (national rail freight company, see Section 4) Other subsidiaries include:

PKP Energetyka ul Hoża 63/67, PL-00-681 Warszawa Tel: (+48) 22 47 41 900 Fax: (+48) 22 47 41 479 E-mail: [email protected] Website: www.pkpenergetyka.pl Chairman of the Management Board: Tadeusz Skobel 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, PL-02-305 Warszawa Tel: (+48) 22 47 43 961 Fax: (+48) 22 47 43 962 E-mail: email [email protected] Website: www.pkp-informatyka.pl President: Sławomir Nowicki 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.

PKP Linia Hutnicza Szerokotorowa Manager of the 1,520mm gauge railway Line 65 operator of freight transport on it (see Section 4).

PKP Szybka Kolej Miejska w Trójmieście Operator of suburban passenger services linking Gdańsk, Sopot and Gdynia (see Section 3).

TK Telekom ul Kijowska 10/12, PL-03-743 Warszawa Tel: (+48) 22 39 22 000 Fax: (+48) 22 39 22 009 E-mail: [email protected] Website: www.tktelekom.pl President: Michał Hamryszak 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.

PKP PLK Polskie Linie Kolejowe (Polish Railway Lines) ul Targowa 74, PL-03-734 Warszawa Tel: (+48) 22 47 320 00 Fax: (+48) 22 47 339 43 E-mail: [email protected] Website: www.plk-sa.pl President: Remigiusz Paszkiewicz As the principal owner and operator of Poland’s national rail network, PKP PLK in 2013 was responsible for 19,191.22 route-km, the third longest system in the EU, and for 37,076 km of track. Of the 42,334 sets of points, 23,869 are situated within station areas. 25,116.7 km of track (not route) are electrified, mostly at 3 kV DC. 7,885.3 km of route are double-track, the remainder single-track. There are 15,915 level crossings, 2,673 of them designated ‘Grade A’ in importance. There are 25,738 civil engineering structures, and 18,069 buildings. PKP PLK and PKP SA are currently making efforts to sell or otherwise dispose of unwanted and derelict real estate. Investment has been 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 modern. 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. 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 km² in 2006. At the beginning of the present decade 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, and despite continuing investment using EU and national budget funding, infrastructure quality overall is improving only slowly, as the tables below indicate.

Quality of the infrastructure of the PKP PLK network between 2010 and 2012

Year Good Average Below average 2010 36.3% 34.5% 29.2% 2011 40.0% 32.0% 28.0% 2012 43.0% 30.0% 27.0%

Line speed improvements between 2007 and 2012 (PKP PLK network), % of network length

Speed 2007 2012 120 km/h+ 8.30% 9.19% 80 to 120 km/h 33.86% 36.87% 60 to 80 Km/h 21.41% 18.55% Below 60 km/h 36.42% 35.39%

Axle-weight 2007 2012 221 kN+ 39.24% 43.19% 210 to 221 kN 14.24% 10.02% 200 to 210 kN 17.50% 18.19% Below 200 kN 29.02% 28.61%

Operational activity and train path allocation on the PKP PLK network between 2003 and 2012

Year % length of % number of Passenger Freight services available train available train services (million gross paths sold paths sold (million gross tonne-km) train-km) 2003 n/a n/a 42,726 101,914 2004 n/a n/a 36,684 105,970 2005 66.73 64.91 33,040 101,839 2006 59.81 64.07 33,221 107,213 2007 88.98 86.34 33,217 110,101 2008 84.46 85.41 33,520 105,395 2009 77.63 79.37 32,777 88,354 2010 84.09 81.38 32,232 99,383 2011 79.43 78.56 29,653 108,534 2012 80.29 78.82 29,928 96,654

Distribution of freight across the PKP PLK network

Tonnage carried 2007 2012 Over 25 million tonnes 6.30% 6.70% Between 10 and 25 million tonnes 30.09% 30.75% Between 3 and 10 million tonnes 32.46% 27.85% Under 3 million tonnes 31.15% 34.63%

It should be noted that a relatively small part of the network carries the heaviest volumes of freight and many lines carry relatively little. This prompted PKP PLK in late 2012 to consider mothballing a considerable part of the network. It was announced that in December 2013 around 2,000 km were to be temporarily taken out of use. One factor affecting this decision was that close on 2,200 km of rail routes had not seen any traffic for years. In all 90 stretches of line were involved. PKP PLK analysed 458 lines totalling 7,264 km and applied three closure scenarios, ‘light’, ‘average’ and ‘radical’. The 2012-13 analysis involved data collected over the previous seven years – revenue generated, passenger and freight traffic, the density of local population, local per capita GDP, car ownership levels, local road network density, alternative public transport options and journey times, and the number of large industries in the vicinity of the lines in question. It identified almost 4,000 km of unprofitable stretches of railway, in all 300 sections of line. However, with growing opposition, especially by open access freight operators, who claimed that the secondary network provided alternative routing options, it was first decided to opt for a ‘light’ policy, and then the scheme was quietly dropped.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 13 EU co-financing and rail infrastructure The 2007-2013 Program Operacyjny Infrastruktura i Šrodowisko (POIiŠ- Infrastructure and Environment Operation Programme, or Cohesion Programme), together with various EU-funded Regional Operations Programmes, have been the driving forces behind PKP PLK’s current programme of line upgrades. Projects are being planned for the current funding period, 2014-20, when many projects started in the 2007-13 funding period will also be completed.

EU Cohesion Funding for Polish rail infrastructure: basic network parameters Status at 31 Number or December 2012 length to be (km) dealt with in 2013-2015 Programme (km) Total length of PKP PLK rail network 19,187 2,305 Of which lines of state importance 11,497 2,111 Length of PKP PLK main lines 27,764 3,586 Of which lines of state importance 19,496 3,379 Length of all tracks in Poland 37,128 3,818 Number of civil engineering structures 25,736 2,385 Ditto on lines of state importance 14,812 2,203 Number of platform edges 7,298 733 Number of these on lines of state importance 4,927 671 Length of line passed for 160 km/h running 1,956 1,107 Length of line passed for 200 km/h running 0 510 Length of line where line speed raised by 30 km/h n/a 2,415 Length of line with axle-weight above 221 kN 11,972 2,311

Funding sources:

EU funds ■■ Cohesion Fund (POIiŚ – Infrastructure and Environment Operations Programme) ■■ European Regional Development Fund (ROP) ■■ TEN-T Fund

National funds ■■ State Budget ■■ Railway Fund (Fundusz Kolejowy) ■■ PKP PLK own finance

Planned EU/PKP PLK financing of projects (PLN) 2013 2014 2015 After 2015 EU/State sources 4,061,734,600 8,317,072,000 12,546,947,400 3,672,477,100 PKP PLK additions 4,794,587,100 9,958,891,500 12,212,294,700 1,111,958,900

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 14 Summary of projects/funding sources Number of projects Total cost (PLN) POIiŚ 63 26,651,172,300 of which EU funding – 16,749,481,200 ROP 29 1,443,932,100 of which EU funding – 1,061,843,400 State Budget 32 8,016,447,400 Fundusz Kolejowy 12 190,891,900 TEN-T 4 242,089,400 Total 140 36,544,533,100

POIiŚ, ROP projects (2007 to 2015) Distances given are for track-km, not necessarily route-km, and thus may appear high for certain projects. This information is summarised from a document dated 5 November 2013, published by the Ministry of Transport and Infrastructure and includes details of some projects recently completed.

Codes B: construction; BL: not specific location; K: continuing work; L: involving a stretch of line; M: modernisation, N: new work; O: restoration; P: preparatory work; Pk: involving a specific location, X: other lines; Z: lines of national importance; Z/X lines of partial national importance. ■■ POIiŚ 7.1-1.1: Upgrade E65/C-E 65 (Warszawa-Gdynia) in the vicinity of Ciechanów traffic control centre, 125.3 km, PLN 1,379,055,700, 2009-14. M,L,K,Z. ■■ POIiŚ 7.1-1.2: Upgrade E 65/C-E 65 (Warszawa-Gdynia) in the vicinity of Gdańsk and Gdynia traffic control centres, 112.1 km, PLN 969,269,800, 2010-14. M,L,K,Z. ■■ POIiŚ 7.1-1.3: Upgrade E 65/C-E 65 (Warszawa-Gdynia) in the vicinity of Iława and Malbork traffic control centres, 205.8 km, PLN 1,834,082,900, 2011-14. M,L,K,Z. ■■ POIiŚ 7.1-1.4: Upgrade E 65/C-E 65 (Warszawa-Gdynia), installation of ERTMS/ETCS and GSM-R and DSAT, 701.4 km PLN 1,079,961,900, 2012-15. B,L,K,Z. ■■ POIiŚ 7.1-41: Upgrade E 65/C-E 65 (Warszawa-Gdynia) in the vicinity of Działdowo traffic control centre, 107.4 km, PLN 1,075,020,200, 2010-15. M,L,K,Z. ■■ POIiŚ 7.1-42: Preparatory work for upgrade of E65 (south), between Grodzisk Mazowiecki, Kraków/Katowice, Zebrzydowice/Zwardoń and the Polish border, Phase II, 302.0 km, PLN 19,890,200, 2011-15. P,L,K,Z/X. ■■ POIiŚ 7.1-4: Upgrade of E59 (Wrocław-Poznań), Phase II between Wrocław and Czempiń, 116.0 km, PLN 1,073,943,800, 2009-15. M,L,K,Z. ■■ POIiŚ 7.1-5.1: Upgrade of E59 (Wrocław-Poznań), Phase II between Czempiń and Poznań, 64.7 km, PLN 766,040,500, 2012-15. M,L,K,Z. ■■ POIiŚ 7.1-8: Upgrade of E20 (Warszawa-Poznań), remaining work, between Sochaczew and Swarzędz (preparatory work), 469.0 km, PLN 36,155,000, 2011-14. P,L,K,Z. ■■ POIiŚ 7.1-9.1: Upgrade of E20/C-E20 between Siedlce and Terespol, Phase II, 157.6 km, PLN 561,906,700, 2010-15. M, Pk, K, Z. ■■ POIiŚ 7.1-11.1: Upgrade of E30 Phase II, between Zabrze, Katowice and Kraków, 116.5 km, PLN 1,683,701,400, 2009-16. M,L,K,Z. ■■ POIiŚ 7.1-13: Upgrade of E30 Phase II, between Bielawa Dolna and Horka, secifically rebuilding the bridge over the Nysa Łużycka river, and electrification, 0.4 km, PLN 18,794,400, 2009-14. M, Pk, K, Z.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 15 ■■ POIiŚ 7.1-14: Upgrade of E30 Phase II, installation of ERTMS/ETCS and GSM-R between Legnica, Wrocław and Opole, 285.3 km, PLN 123,980,000, 2011-15. B, L, K, Z. ■■ POIiŚ 7.1-15.1: Upgrade of E30 Phase II, installation of ERTMS/ETCS and GSM-R between Legnica, Węgliniec and Bielawa Dolna, 168.8 km, PLN 119,214,100, 2011-14. B, L, K, Z. ■■ POIiŚ 7.1-18: Upgrade of Line 8, construction of branch from Służewiec to Okęcie (Warszawa) airport, 5.2 km, PLN 226,108,700. 2009-13. B, L, K, Z. ■■ POIiŚ 7.1-19.1.a: Upgrade (including provision of double track throughout) of Line 8 from Warszawa Okęcie to Radom, 99.4 km, PLN 1,469,402,900, 2009-15. M, L, K, Z. ■■ POIiŚ 7.1-19.2: Upgrade of Line 8 from Warszawa Okęcie to Radom (preparatory work), 184.8 km, PLN 25,483,300, 2011-13. P, L, K, Z. ■■ POIiŚ 7.1-20.2: Preparatory work for the construction of a new line from Katowice to Pyrzowice (eventually to serve the airport). 67.4 km, PLN 66,012,100, 2010-15. P, L, K, Z. ■■ POIiŚ 7.1-21: Doubling, upgrading and electrification of Kraków Główny to Mydlniki and Balice (airport), 21.6 km, PLN 351,861,500, 2010-14. B, L, K, Z. ■■ POIiŚ 7.1-22.1: Upgrade of E75 (Rail Baltica) from Warszawa to Białystok and the Lithuanian border, on the section between Warszawa Rembertów, Zielonka and Tłuszcz (Sadowne). 133.2 km, PLN 1,653,273,900, 2012-15. M, L, K, Z. ■■ POIiŚ 7.1-24.1: Upgrade of the Warszawa to Łódź line, Phase II, between Warszawa Zachodnia and Miedniewice (Skierniewice), 114,9 km, PLN 1,209,271,800, 2009-16. M, L, K, Z. ■■ POIiŚ 7.1-24.2: Upgrade of the Warszawa to Łódź line, Phase II, between Łódź Widzew and Łódź Fabryczna, involving demolition of the latter terminus and creation of an underground through station, enabling trains to reach Łódź Kaliaka via a tunnel under the city centre. 32.9 km, PLN 1,436, 585, 2010-15. M, L, K, Z. ■■ POIiŚ 7.1-24.3: Upgrade of the Warszawa to Łódź line, Phase II, outstanding projects. 138.6 km, PLN 359,350,500, 2010-16. M, L, K, Z. ■■ POIiŚ 7.1-25: Installation of GSM-R on the E20/C E20 between Kunowice, Warszawa and Terespol. 1,711.7 km, PLN 350,000,000, 2012-15. B, BL, K, Z. ■■ POIiŚ 7.1-26: Analysis of restrictions concerning railway junctions, 904.6 km, PLN 82,557,500, 2009-15. P, BL, K ■■ POIiŚ 7.1-30: Upgrade of E 30/C-E30, Phase III between Kraków and Rzeszów. 277.4 km, PLN 3,424,750, 2009-15. M, L, K, Z. ■■ POIiŚ 7.1-2.2: Upgrade of the E65 (south), between Grodzisk Mazowiecki, Kraków/Katowice, Zebrzydowice/Zwardoń and the Polish border, involving project preparation for the stations at Czechowice Dziedzice, Zebrzydowice and Zwardoń. 25.1 km, PLN 3,000,000, 2012-15. P, L, K, Z/X. ■■ POIiŚ 7.2-4.1: New double-track rail access (including river bridge) to Gdańsk port. 24.4 km, PLN 517,120,200, 2012-15. M, L, K, Z. ■■ POIiŚ 7.2-4.2: Gdańsk port rail access, preparatory work 24.4 km, PLN 5,400,800, 2008-13. P, L, K, Z. ■■ POIiŚ 7.3-7: Development of an integrated public transport network in Kraków. 7.0 km, PLN 180,730,600, 2009-13. P, L, K, Z. ■■ POIiŚ 7.1-45: Upgrade of Line 18 from Kutno to Piła between Toruń and Bydgoszcz. 93.7 km, PLN 183,728,300, 2011-14. M, L, N, Z. ■■ POIiŚ 7.1-36.2: Installation of GSM-R on lines which are being equipped with ERTMS, preparatory work. PLN 100,000,000, 2014-15. P, BL, N, Z. ■■ POIiŚ 7.1-53: Reconstruction of Gliwice station. 1.5 km, PLN 62,700,000, 2013-15. M, Pk, N, Z ■■ POIiŚ 7.1-54: Construction of a public transport interchange in Bydgoszcz, on site of present PKP main station. 1.5 km, PLN 40,227,000, 2013-15. M, Pk, N, Z ■■ POIiŚ 7.1-55: Construction of a chord from Kraków Zabłocie to Kraków Krzemionki. 5.1 km, PLN 359,849,800, 2007-16. B, L, N, Z. ■■ POIiŚ 7.1-59: Level crossing safety programme, Phase I. PLN 300,836,300, 2013-15. M, Pk, N. Z/X ■■ POIiŚ 7.1-65: Upgrade of Line 132 between Błotnica Strzelecka and Opole Groszowice. 68.4 km, PLN 204,762,900, 2013-15. M, L, N, Z. ■■ POIiŚ 7.1-66: Upgrade of Line 1 between Koluszki and Częstochowa. 164.5 km, PLN 534,600,100, 2013-15. M, L, N, Z. ■■ POIiŚ 7.1-67: Upgrade of Lines 61 and 700 between Częstochowa and Fosowskie, this and the previous entry being part of a scheme to improve express journey times between Warszawa and Wrocław. 96.4 km, PLN 288,536,900, 2013-15. M, L, N, Z. ■■ POIiŚ 7.1-68: Upgrade of Line 353 between Inowrocław and Jabłonowo Pomorskie, especially the section between Toruń Główny and Toruń Wschodni. 109.4 km, PLN 224,505,200, 2012-15. M, L, N, Z. ■■ POIiŚ 7.1-69: Upgrades of Lines 1, 133, 160 and 186 between Zawiercie, Dąbrowa Górnicza Ząbkowice and Jaworzno Szczakowa. 103.6 km, PLN 395,346,700, 2012-15. M, L, N, Z. ■■ POIiŚ 7.1-70: Upgrade of Line 143 between Kalety and Kluczbork. 136.0 km, PLN 331,244,500, 2012-15. M, L, N, Z. ■■ POIiŚ 7.1-71: Design of new pointwork. PLN 521,130,000, 2013-15. M, Pk, N, Z. ■■ POIiŚ 7.1-73: Upgrade of Line 7 (Warszawa Wschodnia Osobowa to Dorohusk) between Otwock and Lublin, preparatory work. 274.2 km, PLN 74,683,900, 2012-15. P, L, N, Z. ■■ POIiŚ 7.1-74: Project preparation for upgrade of E30 (Kraków Główny Towarowy to Rudzice) between Kraków Główny, Kraków Płaszów and Kraków Bieżanów. 49.2 km, PLN 80,000,000, 2014-15. P, L, N, Z. ■■ POIiŚ 7.1-75: Upgrade of Line 75 (Sadowne to Białystok), between Warszawa Rembertów and Sadowne (project and documentation preparation). 211.4 km, PLN 110,000,000, 2013-15. P, L, N, Z. ■■ POIiŚ 7.1-76: Project preparation for the tunnel between Łódź Fabryczna and Łódź Kaliska on Line 15. PLN 8,000,000, 2013-14. P, BL, N. ■■ POIiŚ 7.1-77: Railway infrastructure on the accesses to Gdańsk port. 11.0 km, PLN 4,000,000, 2014-15. P,L,N, Z/X. ■■ POIiŚ 7.1-78: Upgrade of Lines 140 and 158 between Rybnik and Chałupki. 42.1 km, PLN 154,398,800, 2013 – 2015. M, L, N, X. ■■ POIiŚ 7.1-79: Upgrade of Line 272 between Kluczbork and Ostrzeszów. 86.0 km, PLN 244,483,000, 2012-15. M, L, N, Z. ■■ POIiŚ 7.1-80: Elimination of level crossings: Phase II. PLN 219,930,000, 2013-15. M, Pk, N, Z/X. ■■ POIiŚ 7.1-86: Project documentation for electrification of Line 278/E30 between Węgliniec and Zgorzelec. 48.4 km, PLN 1,100,000, 2013-15. P, L, N, Z. ■■ POIiŚ 7.1-87: Project documentation for upgrade of Line 202 between Gdynia Chylonia and Słupsk. 209.7 km, PLN 5,000,000, 2014-15. P, L, N, Z. ■■ POIiŚ 7.1-89: Installation of remote diagnostics systems for pointwork on Lines E65/C E65, 8 and 64, preparatory work. 1,492.4 km, PLN 3,200,000, 2014-15. P, L, N, Z. ■■ POIiŚ: Rail access improvements to Gdynia port, project preparation. 11.0 km, PLN 3,000,000, 2014-15. P, L, N, X.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 17 ■■ POIiŚ: Rail access improvements to Szczecin and Świnoujście ports, project preparation. 6.3 km, PLN 4,200,000, 2014-15. P, L, N, Z/X. ■■ POIiŚ: Upgrade of lines in the vicinity of Warszawa (Warszawa Gołąbki/Warszawa Zachodnia to Warszawa Gdańska), project preparation. PLN 6,000,000, 2014-15. P, L, N, Z. ■■ POIiŚ: Upgrade of E20 between Siedlce and Terespol. Phase III, preparatory work. 82.4 km, PLN 11,000,000, 2014, 2015. P, L, N, Z. ■■ POIiŚ: Environmental assessment of various projects for the 2014-20 EU co-financing period, project preparation. 2,042.3 km, PLN 2,500,000, 2014-15. P, BL, N, Z/X. ■■ POIiŚ: Work on selected lines under the 2014-20 EU co-financing period. 404.5 km, PLN 30,000,000, 2014-15. P, L, N, Z/X. ■■ POIiŚ: Rebuilding of Szczecin Główny station. PLN 40,000,000, 2014-15. M, Pk, N, X. ■■ POIiŚ 7.1-15.2: Pilot ERTMS/ETCS/GSM-R project on Line E30 between Legnica, Węgliniec and Bielawa Dolna, preparatory work. 168.8 km, PLN 88,000,000, 2011-12. P, L, K, Z. ■■ POIiŚ 7.1-22.2: Rail Baltica upgrade between Warszawa, Białystok and the Lithuanian border, Phase I, upgrade between Warszawa Rembertów, Zielonka and Tłuszcz (Sadowne), Phase I, project preparation. 132.0 km, PLN 295,400, 2011-12. P, L, K, Z. ■■ ROP: Upgrade of Line 106 from Rzeszów to Jasło. 41.5 km, PLN 131,905,700, 2008-13. M, L, K, X. ■■ ROP: Upgrade of Line 108 from Stróże to Krościenko. 16.7 km, PLN 51,391,900, 2008-13. M, L, K, X. ■■ ROP: Modernisation of Lublin station and adjacent overbridge. PLN 24,108,800, 2010-13. M, Pk, K, Z. ■■ ROP: Upgrade of Line 7 (Warszawa Wschodnia to Dorohusk) in the vicinity of Lublin Północny and Świdnik, to improve suburban services in Lublin. 1.0 km, PLN 12,981,000, 2010-12. M, Pk, K, Z. ■■ ROP: Upgrade of Line 30 (Łuków to Lublin Północny) between Lubartów and Lublin Północny. 28.8 km. PLN 53,296,400, 2010-15. O, L. K, Z. ■■ ROP: Upgrade of Line 63 (Dorohusk – Zawadówka Naftobaza) between the Polish border at Dorohusk and Wólka Okopska. 3.9 km, PLN 21,757,500, 2010-12. M, L, K, X. ■■ ROP: Level crossing upgrades in Lubelskie province. PLN 19,715,800, 2010-13. M, Pk, K, Z/X. ■■ ROP: Construction of a branch line from Świdnik to Lublin airport. 2.2 km, PLN 14,162,600, completed winter 2012-13. B, L, K, Z. ■■ ROP: Upgrade of Line 356 (356 Poznań Wschód to Bydgoszcz) between Poznań Wschodni and Gołańcz, Phase I. 52.9 km, PLN 124,895,900, 2011-13. M, L, K, X. ■■ ROP: Upgrade of Line 357 (Sulechów to Luboń) between Wolsztyn and Luboń. 44.2 km, PLN 68,729,500, 2010-13. M, L, K, X. ■■ ROP: Upgrade of Line 358 (Zbąszynek to Gubin) between Zbąszynek and Czerwieńsk, and construction of a chord between Pomorsko and Przylep. 44.8 km, PLN 59,926,900, 2010-13. M, L, K, X. ■■ ROP: Upgrade of Line 402 (Goleniów to Kołobrzeg) and construction of a junction with the new branch to Szczecin airport. 45.3 km, PLN 55,672,100, 2009-13. M, L, K, Z/X. ■■ ROP: Upgrade of Line 402 between Wałcz, Kalisz Pomorski and Ulikowo. 14.6 km, PLN 20,027,800, 2008-13. M, L, K, Z/X. ■■ ROP: Upgrade of Line 309 (Kłodzko Nowe and Kudowa Zdrój) between Duszniki Zdrój and Kudowa Zdrój. 18,6 km, PLN 55,546,600, 2010-13 (work completed late 2013). M, L, K, Z.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 18 ■■ ROP: Upgrade of Line 311 between Jelenia Góra and Szklarska Poręba Górna. 12.3 m, PLN 28,074,500, completed 2013. M, L, K, Z. ■■ ROP: Construction of new halts on the future Łódzkiej Kolei Aglomeracyjnej network, Phase I. PLN 41,114,300, 2011-13. M, Pk, K, Z/X. ■■ ROP: Upgrading of Line 201 between Kościerzyna and Gdynia. 81.1 km, PLN 175,474,100, 2008- 15. O, K, L, Z. ■■ ROP: Upgrading of Line 213 between Reda and Hel. 57.7 km, PLN 133,476,500, 2008-14. O, K, L, Z/X. ■■ ROP: Upgrading of Line 207 (Toruń Wschodni-Malbork) between Chełmża and Grudziądz, Phase I. 40.3 km, PLN 78,275,000, 2009-14. O, K, L, Z/X. ■■ ROP: Upgrading of Lines 219 and 35 (Olsztyn to Szczytno and Szymany) in connection with development of Olsztyn airport at Szymany, Phase I. 55.2 km, PLN 94,238,400, 2008-13. O, K, L, Z/X. ■■ ROP: Project documentation concerning upgrade and electrification of the Gdynia-Kościerzyna line (201), and Lines 214 and 229 in connection with the PKM scheme. 124.0 km, PLN 2,000,000, 2013-14. P, L, N, X. ■■ ROP: Project documentation for the upgrade of Line 207 (Toruń Wschodni-Malbork) between Grudziądz and Malbork. 75.9 km, PLN 650,000, 2014. P, L, N, Z/X. ■■ ROP: Construction of branch to Olsztyn airport from Szymany, Phase II. 2.0 km, PLN 43,770,000, 2013-15. O, L, N, X. ■■ ROP: Upgrade of Line 106 (Rzeszów-Jasło) between Przybówka and Jasło, and reconstruction of a bridge at km 19,937. 16.8 km, PLN 42,661,700, 2012-14. O, L, N, X. ■■ ROP: Upgrade of Line 356 (Poznań Wschód-Bydgoszcz) between Poznań Wschód and Gołańcz, Phase IA. 3.5 km, PLN 18,720,000, 2012 – 2014. M, L, N, X. ■■ Upgrade of Line 357 (Sulechów-Luboń) between Wolsztyn and Luboń, Phase II. 73.0 km, PLN 24,951,900, 2012-15. M, L, N, X. ■■ ROP: Upgrade of Line 16 between Łódź Widzew and Zgierz. 12.0 km, PLN 19,907,200, 2011-14. O, L, N, Z/X. ■■ ROP: Project preparation for rebuilding station tracks at Słupsk and Ustka stations and upgrading Line 405 (Szczecinek to Słupsk and Ustka). 121.5 km, PLN 1,500,000, 2014-15. P, L, N, X. ■■ ROP: construction of Gdynia Karwiny and Gdynia Stadion halts and refurbishment of Gdańsk Osowa halt as part of the PKM project. PLN 25,000,000, 2014-15. P, Pk, N, X.

Projects funded by domestic sources only (state budget (SB) and Fundusz Kolejowy (FK)) ■■ SB: Modernisation of Tunel station on Line 8 (Warszawa Zachodnia-Kraków Główny Osobowy). 4.5 km, PLN 42,349,200, 2012-13. M, Pk, K, Z. ■■ SB: Upgrade of Line 64 between Psary and Kozłów. 62,6 km, PLN 189,391,200, 2011-13. O, L, K, Z. ■■ SB/FK: Upgrade of Line 25 between Skarżysko Kamienna and Ocice. 121.3 km, PLN 400,000,500, 2010-16. O, L, K, Z. ■■ SB: Upgrade of Line 4 (Centralna Magistrala Kolejowa) 315.6 km, PLN 952,441,500, 2010-15. O, L, K, Z. ■■ SB: Upgrade of Line 8 (Radom-Kielce). 121.3 km, PLN 240,465,000, 2010-16. O, L, K, Z.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 19 ■■ SB: Upgrade of Line 91 and Line 92 (Kraków-Medyka) between Rzeszów and the border with Ukraine. 154.6 km, PLN 474,365,900, 2010-16. O, L, K, Z. ■■ SB: Upgrade of Lines 132/135 between Gliwice Łabędy, Pyskowice and Błotnica Strzelecka. 48.3 km, PLN 158,247,100, 2010-14. O, L, K, Z. ■■ SB: Upgrade of Line 1 between Zawiercie and Katowice. 0.1 km, PLN 34,181,200, 2012-13. O, L, K, Z. ■■ SB: Upgrade of Lines 134, 137 and 138 between Gliwice Łabędy, Katowice and Sosnowiec Jęzor. 67.8 km, PLN 176,259,100, 2012-13. O, L, K, Z. ■■ SB: Upgrade of Line 131 (Chorzów Batory-Tczew) between Bydgoszcz Główna and Tczew. 140.4 km, PLN 177,250,300. O, L, K, Z. ■■ SB: Upgrade of Line 131 (Chorzów Batory-Tczew) between Bydgoszcz Główna, Zduńska Wola and Chorzów Batory. 136.5 km, PLN 400,582,500, 2012-16. O, L, K, Z. ■■ SB/FK: Upgrade of Line 274 (Wrocław-Zgorzelec) between Wrocław and Jelenia Góra. 118.3 km, PLN 457,832,300, 2010-16. O, L, K, Z. ■■ SB/FK: Upgrade of Line 273 between Głogów, Zielona Góra, Rzepin and Dolna Odra. 243.5 km, PLN 610,423,300, 2009-16. O, L, K, Z. ■■ SB/FK: Upgrade of Line 272 (Kluczbork-Poznań), between km 1231.500 and km 181,781. 50.3 km, PLN 124,757,300, 2010-15. O, L, K, Z. ■■ SB: Upgrade of sections of Line 401 (Szczecin-Świnoujście). 45.8 km, PLN 105,000,000, 2010-14. O, L, K, Z. ■■ SB: Bridge rebuild at km 202.403 of Line 274 (Wrocław Świebodzki-Zgorzelec). 1.0 km, PLN 35,091,700, 2011-13. O, Pk, K, Z. ■■ SB: Bridge rebuild at km 211.657 on Line 2 (Warszawa-Terespol). 0.4 km, PLN 50,000,500, 2012- 14. O, Pk, K, Z. ■■ SB/FK: Upgrade of Rzeszów-Warszawa line near Kolbuszowa, Phase II. 66.3 km, PLN 272,232,300, 2007-15. M, L, K, Z. ■■ SB/FK: Upgrade of Line 237 Lębork-Maszewo Lęborskie. 11.0 km, PLN 9,919,600, 2012-13. M, L, K, Z. ■■ SB/FK: Upgrade of Line 273 between Dolna Odra and Szczecin Podjuchy. 25.2 km, PLN 68,250,000, 2011-14. O, L, K, Z. ■■ SB: Upgrade of Line 272 (Kluczbork-Poznań) between Kórnik and Poznań Główny, and reconstruction of bridge over the Warcie river near Poznań Starołęka station. 21.2 km, PLN 161,000,000, 2013-15. O, L, N, Z. ■■ SB: Upgrade of Line 8 between Kozłów and Kraków Główny. 26.2 km, PLN 110,421,200, 2013-14. O, L, N, Z. ■■ SB/FK: Upgrade of Lines 61 and 572 between Włoszczowa Północ and Częstochowa Stradom. 93.8 km, PLN 233,368,300, 2013-16. O, L, N, Z. ■■ SB: Upgrade of Line 144 between Fosowskie and Opole. 33.5 km, PLN 123,875,100. O, L, N, Z. ■■ SB: Upgrade of Line 306 between Krapkowice and Prudnik. 35.5 km, PLN 39,851,000, 2013-16. O, L, N, Z. ■■ SB: Upgrade of Line 272 between Ostrzeszów and Ostrów Wlkp. 26.8 km, PLN 55,915,000, 2014- 15. O, L, N, Z. ■■ SB: Upgrade of Line E30 between Legnica, Wrocław and Opole. 332.7 km, PLN 2,172,991,100, 2000-13. M, L, K, Z.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 20 ■■ SB: Upgrade of E59 between Dolnośląskie province border and Czempiń. Purchase of land. PLN 21,715,500, 2013-14. P, L, N, Z. ■■ SB: Adaptation of station facilities for use by passengers with disabilities. PLN 40,000,000, 2014- 16. B, Pk, N. ■■ SB: Installation of ERTMS/ETCS Level 1 on Lines 570 and 64 between Psary and Kozłów. 69.0 km, PLN 9,664,800, 2014-15. B, L, N, Z. ■■ SB: Preparatory work for projects to be realised between 2014 and 2020. 1,989.1 km, PLN 25,000,000, 201416. B, P, L, N, Z/X. ■■ SB: Adaptation of platform facilities at Poznań Główny for use by passengers with disabilities. 3.1 km, PLN 53,604,900, 2024-16. M, Pk, N, Z. ■■ FK: Construction of Warszawa Ursus Niedźwiadek halt and improvements in the vicinity to infrastructure on Line 447 (Warszawa Zachodnia-Grodzisk Mazowiecki). 1.3 km, PLN 7,090,300, 2012-13. B, Pk, K, Z. ■■ FK: Upgrade of Line 29 between Tłuszcz and Ostrołęka. 10.3 km, PLN 29,980,900, 2012-14. O, L, K, X. ■■ FK: Upgrade of line to Gdańsk Arena from Gdańsk Główny. 3.5 km, PLN 5,998,900, 2011-13. O, L, K, X. ■■ FK: Upgrade of Line 179 between Tychy and Górki Ściernie. 18.3 km, PLN 13,236,600, 2012-13. O, L, N, X. ■■ FK: Modernisation of passenger information systems at Warszawa Wschodnia, Warszawa Stadion, Warszawa Zachodnia and Warszawa Wola stations. PLN 14,045,200, 2012-13. B, Pk, N, Z. ■■ FK: Upgrade of Line 131 between Chociw Łaski and Kozuby. 13.2 km, PLN 24,000,000, 2012-13. O, L, N, Z. ■■ FK: Construction of underbridge in Ząbky. PLN 36,364,700, 2013-14. M, L, N, Z ■■ FK: Track replacement on Line 203 (Tczew and Kostrzyn) between Nowiny Wielkie and Kostrzyn. 11.3 km, PLN 5,607,000, 2013. O, L, N, Z/X. ■■ FK: Upgrade of Line 229 (Pruszcz Gdański-Łeba,) between Glincz and Kartuzy. 10.5 km, PLN 23,500,000, 2013-15. O, L, N, X. ■■ FK: Rebuilding bridge at km 203.937 on Line 351 between Poznań and Szczecin Główny. 0.5 km, PLN 16,659,500, 2014. M, Pk, N, Z. ■■ FK: Upgrade of signalling on Line 15 (Bednary-Łódź Kaliska) between Zgierz and Łódź Kaliska. 3.0 km, PLN 6,410,000, 2013-15. M, L, N, Z. ■■ FK: Upgrade of sections of Lines 16 and 33 between Zgierz, Kutno and Płock. 2.7 km, PLN 7,998,800, 2012-13. O, L, K, Z. ■■ TEN-T: Installation of ETCS Level 1 on Line E65 (SMK) between Grodzisk Mazowiecki and Zawiercie. 448.1 km, PLN 53,259,000, 2010-13. B, L, K, Z. ■■ TEN-T: Project for installation of ETCS Level 1 in the Katowice district together with infrastructure upgrades. 1,409.6 km, PLN 3,756,900, 2011-13. P, Pk, N, Z. ■■ TEN-T: Installation of ERTMS/ETCS Level 1 on Line E20 between Kunowice and Warszawa. 1,154.0 km, PLN 173,903,500, 2013-15. B, L ,N, Z. ■■ TEN-T: Preparatory work for upgrade of line between Warszawa Włochy and Grodzisk Mazowiecki. 24.4 km, PLN 11,170,000, 2013-14.P, L, N, Z.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 21 Summary of all 140 projects Preparatory work: 31 (10,865.5 km of track), of which 3 (3,398.7 km of track) financed via State Budget. Construction activities: 109 (5,819.0 km of track), of which 44 (3,229.4 km of track) financed via the State Budget. Total budget: PLN 36,544,633,100.

High-speed for Poland? 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, Central Main 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 2014 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 city centre, where Łódź Fabryczna terminus has been demolished, 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 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 Minister of Transport Sławomir 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 PLN 20 and 28 billion, with some sources quoting a figure as high as PLN 35 billion (EUR 7.8 billion). Efforts are currently being concentrated on raising line speeds to 160 km/h on major cross- country corridors, notably from Szczecin to Poznań, Wrocław, Katowice, Kraków and Przemyśl. Here a regular interval service of 12 through trains per day is envisaged, with an end-to-end journey time of under 12 hours for the 882 km run. A large number of PKP Intercity carriages are being modernised and upgraded to create standard formation rakes to be used on these new services.

Rail infrastructure owners by length of operational network 1 January 2013

Operator % of Polish rail network 2003 (km 2013 (km) PKP PLK 93.07 19,435.05 19,191.22 PKP LHS 1.91 394.65 394.65 PKP SKM 0.15 31.08 31.08 PMT Linie Kolejowe 0.19 0 3.19* UBB Polska 0.01 0 1.44 KP Kotlarnia 0.56 113.97 114.70 Jastrzębska Spółka Kolejowa 0.21 31.75 43.05 Infra Silesia 0.50 30.30 193.99 CTL Maczki 0.20 58.50 42.23 Narrow gauge networks 3.00 534.34 619.01 WKD 0.19 38.63 38.63 *This figure appears to refer to PMT’s own private network, rather than to lines taken over by the company from PKP PLK (see PMT Kolejowe and DSDiK entries below). Most of these companies have separate entries in the various sections dealing with operators. The others (excluding the various narrow-gauge concerns, which focus on the leisure market) are detailed below:

Jastrzębska Spółka Kolejowa Sp z o o ul Towarowa 1, PL-44-330 Jastrzębie-Zdrój Tel: (+48) 32 476 43 12; 32 475 95 80 Fax: (+48) 32 475 95 87 E-mail: [email protected] Website: www.jsk.pl President: Beata Grabowska-Bujna Founded on 1 April 1998, this company is responsible for a network of lines serving coal mines and reception sidings in the Śląsk industrial conurbation. A map of the 43.05 km network can be found at: www.jsk.pl/firma/.

Infra Silesia SA ul Kłokocińska 51, PL-44-251 Rybnik Tel/Fax: (+48) 32 78 89 777 E-mail: [email protected] Website: www.infrasilesia.pl/ President: Robert Nowakowski This company was founded in 2005 as PTK Infrastruktura, a subsidiary of Przedsiębiorstwo Transportu Kolejowego (PTK) i Gospodarki Kamieniem in Zabrze and Przedsiębiorstwo Transportu Kolejowego i Gospodarki Kamieniem in Rybnik. In 2009 PTK became part of PCC Rail, which was taken over by DB Schenker Rail Polska in 2010. PTK Infrastruktura first became DB Infrastruktura, and later the same year gave itself the rather more separate identity of Infra Silesia. Total rail network length, including sidings and station tracks, is probably around 400 km, partially electrified at 3 kV DC.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 23 Usedomer Bäderbahn GmbH Am Bahnhof 1, D-17424 Seebad Heringsdorf (Germany) Tel: (+49) 3 83 78 / 2 71-32 Fax: (+49) 3 83 78 / 2 71-14 E-mail: [email protected] Website: www.UBB-online.com Director: Jörgen Boße The infrastructure manager for the short stretch of the Usedomer Bäderbahn within Poland.

Dolnośląska Służba Dróg i Kolei we Wrocławiu ul Krakowska 28, PL-50-425 Wrocław Tel: (+48) 71 39 17 100; 71 39 17 101; 71 39 17 102 Fax: (+48) 71 39 17 110 E-mail: [email protected] Website: http://dsdik.wroc.pl/ DSDiK is responsible for maintenance of certain roads in Dolnośląskie province, and also, as its title indicates (but not mentioned on its website), for the railway lines listed below. It is understood that work is contracted out to PMT Linie Kolejowe, the infrastructure subsidiary of province-based open access rail freight operator Pol-Miedź Trans, the subsidiary of a major copper mining and smelting company, which has the necessary maintenance equipment (see below). Line 285 Wrocław Główny-Jedlina Zdrój (82.166 km), on line from Kłodzko Główne to Wałbrzych Główny, passenger service operated by Koleje Dolnośląskie. Line 311 Szklarska Poręba Górna-Granica Państwa (Jakuszyce) (14.702 km), passenger service operated by Przewozy Regionalne to Harrachov, Czech Republic. Line 326 Wrocław Zakrzów-Trzebnica (19.736 km), passenger service operated by Koleje Dolnośląskie. Line 771 Świdnica Przedmieście-Świdnica Miasto (1.943 km), mothballed. In 2008 the subsidiary PMT Linie Kolejowe was founded, Pol-Miedź Trans holding 99% of the shares and Mercus the remaining 1%. A safety case for operation on the PKP PLK network was granted by the UTK regulatory authority in August 2010. PMT Linie Kolejowe’s fleet consists solely of track maintenance machines.

PMT Linie Kolejowe Sp z o o Owczary 79d, PL-59-300 Lubin Tel: (+48) 768 47 19 28; 768 47 19 30; 768 47 19 85 Fax: (+48) 768 47 19 27 E-mail: [email protected] Website: www.pmtlk.pl/stronaglowna.html President: Roman Drzewiecki PMT Linie Kolejowe is an infrastructure manager in its own right, responsible for maintenance of the following geographically widely separated routes (with Polish line numbers), which no longer belong to PKP PLK: Line 212 Lipusz-Bytów (29.8 km), in Pomorskie, possible future re-opening for passenger services. Line 326 Wrocław Zakrzów-Trzebnica (see DSDiK above) passenger services operated by Koleje Dolnośląskie. Line 427 Mścice-Mielno Koszalińskie (5.025 km), in Zachodnio-Pomorskie. Line 971 Lubin Górniczy-Lubin Kopalnia (2.88 km). Line 972 Pawłowice Małe-Pawłowice Małe Fabryczny.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 24 Lubin Kopalnia-Polkowice (operated by the KGHM copper mining group, of which Pol-Miedź is a subsidiary). Line 311 Szklarska Poręba Górna-Harrachov (see DSDiK above), passenger services operated by Przewozy Regionalne.

Kopalnia Piasku Kotlarnia – Linie Kolejowe This ‘sand railway’ company created a subsidiary infrastructure manager on 1 January 2004, KP Kotlarnia Linie Kolejowe, to look after rail operations. The main 117.265 km private network links Rybnik power station to various coal mines. For company details see Section 4. A network map can be found at: http://www.kotlarnia.com.pl/html/linie.html. The principal lines are: Line 301 Kotlarnia-Pyskowice-KMO (KWK Makoszowy) Line 302 Kotlarnia-Paruszowiec-Boguszowice Line 303 Kotlarnia-Ortowice-Korzonek Line 304 Kotlarnia-Nieborowice-Krywałd (KWK Szczygłowice) Line 305 Nieborowice-Szyb Foch (KWK Knurów) Line 309 Michał-Haldex Szombierki

CTL Maczki-Bór Founded in 1991 as Kopalnia Piasku Maczki-Bór for the exploitation of sand strata near Katowice, this concern became open access operator CTL Logistics in 2001. The sand is used mainly for in-filling of old mine workings. The firm has a substantial rail network of around 127 km, serving mines in the southern part of the Śląsk conurbation, between Katowice and Zabrze. CTL Service Sp z o o ul Długa 90, PL-41-208 Sosnowiec Tel: (+48) 32 299 01 27 Fax: (+48) 32 299 01 24 Technical Director: Dariusz Lubas Website: www.ctl.pl/en/spolki/ctl-service The network consists of the following lines: Line 401 JCC (Jęzor)-Maciej Line 403 Bór Górny-JCB Line 405 JCC (Jęzor)-Hołdunów Line 412 Szczakowa Północ-Cieśle

Narrow gauge and other lines Details of the various narrow gauge operations in Poland can be obtained from the following websites: http://www.pasazer.utk.gov.pl/pas/polska-kolej/koleje-waskotorowe (UTK’s official page) http://www.koleje.wask.pl/index.php This divides into: Public railways: http://www.koleje.wask.pl/koleje.php?rodz=2 Industrial railways (including recently abandoned lines): http://www.koleje.wask.pl/koleje.php?rodz=1

Long-distance PKP Intercity ul Żelazna 59a, PL-00-848 Warszawa, Tel: (+48) 22 47 823 E-mail: [email protected] Website: www.intercity.pl/ President: Marcin Celejewski PKP Intercity started commercial activities on 1 September 2001, responsible for only 147 top rank domestic and international services. In April 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 January 2011 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 and redesignated these services TLK. 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 categories 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 operated 341 domestic services per day during the 2011/12 timetable. These comprised 271 TLK services, 44 Ex and 26 EIC. 50 trains operated daily on international services. In 2012 30.5 million passengers were carried, 2% more than in 2011, (36.6 million). During the first ten months of 2013 26,150,500 passengers were carried (6,087.8 million passenger-km), an 11.6% share of the Polish passenger market. After a long wait while financing methods were established, on 30 May 2011 PKP and Alstom signed a PLN 2.64 billion (excluding VAT) contract for 20 x 250 km/h, non-tilting, seven-car, triple-voltage (15 and 25 kV AC, 3 kV DC) New Pendolino EMUs for EIC services. The deal includes maintenance by Alstom for a 17-year period. Designated Class ED250), the trains feature rheostatic and regenerative braking, conform to TSI noise standards, and are equipped with Polish, Czech, Austrian and German ATP systems and ERTMS. Servicing and maintenance are to be undertaken at a new depot at Olszynka Grochowska (Warszawa). Following tests and authorisation, the entire fleet is to be in service by December 2014. The fastest Warszawa-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. EUR 342 million of the cost of the trains is covered by a government-guaranteed EIB loan, confirmed in May 2013, the European Commission having looked favourably on the 15-year operating contract awarded by the government on 25 February 2011 to PKP Intercity. 2013 also saw PKP Intercity awarding several other major contracts for new trains. This was possible thanks to the 2007-2013 Program Operacyjny Infrastruktura i Šrodowisko (POIiŠ- Infrastructure and Environment Operation Programme), under which investment of PLN 5.5 billion was envisaged in new rolling stock and motive power, the objective being to raise standards on long-distance trains to levels comparable with those further west in Europe.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 26 ■■ 20 FLIRT 3 200 km/h EMUs, the contract, worth PLN 1.621 billion, awarded to Stadler on 18 November 2013 (including maintenance for 15 years until 2030). EU co-financing amounts to 70%. The trains will be used on Warszawa to Kutno, Toruń and Bydgoszcz, Olsztyn to Warszawa, Kielce and Kraków, Gdynia to Bydgoszcz, Kutno, Łódź, Częstochowa and Katowice, and Kraków and Łódź to Kutno, Poznań and Szczecin services. ■■ Rebuilding of 20 Class SM42 diesels by Newag under a PLN 76 million contract awarded on 25 September 2013. Ten machines are to be fitted with two engines, for shunting purposes at Warszawa Grochów, Wrocław Główny, Kraków Prokocim, Gdynia Grabówek, Olsztyn and Szczecin, and the other ten re-engined to haul long distance services on the non-electrified Gdynia to Hel, Kłodzko to Kudowa Zdrój and Olsztyn to Braniewo lines. ■■ 25 new Class 164A, 165A, 166A and 167A 200 km/h carriages, to be built by H. Cegielski – FPS for PLN 175 million. ■■ Refurbishment of 68 carriages, for 160 km/h operation, by PESA (ZNTK Mińsk Mazowiecki) and Newag. This contract, worth PLN 179.2 million, was awarded in July 2012. ■■ Refurbishment of 115 carriages for 160 km/h operation by PESA (ZNTK Mińsk Mazowiecki). This contract, worth PLN 323 million, was awarded on 14 August 2013. ■■ Refurbishment of 35 carriages for 160 km/h operation by PESA (ZNTK Mińsk Mazowiecki). This contract, worth PLN 89 million was signed on 26 September 2013. Most of these carriages are to be incorporated in expresses on accelerated Szczecin to Wrocław and Przemyśl services. ■■ On 23 August 2013 tenders were invited for 20 eight-car 160 km/h EMUs for use on Jelenia Góra to Wrocław, Łódź, Warszawa and Białystok/Lublin and Białystok/Lublin to Warszawa, Koluszki, Częstochowa, Katowice and Bielsko Biała TLK services. In February 2014 a contract worth PLN 1,320,626,400 (EUR 315 million) was awarded to PESA for 20 five-car 160 km/h DART EMUs, the first train to be delivered by October 2015. ■■ Ten new Bo-Bo diesels are to be ordered for hauling PKP Intercity expresses on the Ełk-Korsze, Ełk-Olecko and Suwałki, Rzeszów-Zamość, Rzeszów-Zagórz, Krzyż-Gorzów Wielkopolski and Kostrzyn, and Piła-Krzyż non-electrified lines. In February 2014 ESA was named the definitive winner with the Type 111Db diesel version of the GAMA model, with a bid of PLN 131.3 million PLN plus a maintenance rate of PLN 3.49 per km for 12 years. Tests of a prototype took place in 2014, and first deliveries to PKP Intercity are to take place later that year, with all in service by late 2015. PLN 67.2 million of EU co-financing is envisaged. ■■ In October 2011 PKP Intercity invited tenders for 30 double-deck coaches to be delivered in 2014 for use on Warszawa-Łódz stopping services. This tender was subsequently modified to 10 double-deck 160 km/h EMUs for the same route. The target price for the bid is close on PLN 1 billion, including 15 years of maintenance. In mid-January 2014 it was announced that because the delivery of the new trains would fall outside the current POIiŠ funding period (the chosen manufacturer would have 30 months to deliver the trains, which are expected to enter service in 2017), and tendering has been delayed until the next EU financing period.

Diesel locomotives: 63 – SM42 (50); SU45 (13). Electric locomotives: 336 – EP05 (1); EU07/EU07A (120), EP07 (150), EP08 (9), EP09 (12); EU44 (10). EMUs: 34 – ED74 (14); ED250 (20 – under delivery). Coaches: 1,625 Class EU44 are Siemens ES64U4s.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 27 Local passenger transport – state-owned operators Przewozy Regionalne ul Wileńską 14a, PL-03-414 Warszawa Tel: (48) 22 474 14 05 Fax: (48) 22 474 40 39 E-mail: [email protected] Website: www.przewozyregionalne.pl President: Ryszard Kuć 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 with responsibilty for more than 90% of Poland’s total passenger services, with operations ranging from frequent suburban services in Warszawa, infrequent train on deeply 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 and losses mounted. 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, and a few others have followed, with varying degrees of success. 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 services 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 112,464 7.3 Kujawsko-Pomorskie 89,355 5.8 Łódzkie 87,815 5.7 Lubelskie 84,733 5.5 Lubuskie 55,462 3.6 Małopolskie 98,599 6.4 Mazowieckie 207,982 13.5 Opolskie 52,381 3.4 Podkarpackie 75,490 4.9 Podlaskie 58,543 3.8 Pomorskie 109,383 7.1 Śląskie 141,735 9.2 Świętokrzyskie 46,218 3.0 Warmińsko-Mazurskie 81,652 5.3 Wielkopolskie 149,439 9.7 Zachodniopomorskie 89,355 5.8

Although Mazowsze province is a shareholder, PR provides no services there, the local operator being Koleje Mazowieckie.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 28 PR has branch offices in Białystok, Bydgoszcz, Gdynia, Kraków, Łódź, Lublin, Olsztyn, Opole, Poznań, Rzeszów, Skarżysko-Kamienna, Szczecin, Wrocław and Zielona Góra. In June 2012 PR had 11,767 employees, down from 13,423 in 2011. In 2012 PR received grants from provincial administrations amounting to PLN 926,911,200, these covering 93.1% of operating deficits. However, compared with PKP Intercity, PR is a real Cinderella regarding EU co-finance of projects for fleet modernisation. Under POLiŚ individual projects Section 7.1 Priority VII, the following objectives are lined up: 7.1-46: Modernisaton of 21 Class EN57 EMUs for inter-provincial services, instead of the proposed 37 earlier envisaged, at a cost of PLN 193.73 million with PLN 110.25 million EU co-finance. PR had been hoping originally to modernise around 100 EMUs. In 2013 a joint bid by PESA and NEWAG for modernising 44 EMUs exceeded the target estimate of PLN 379 million by PLN 2 million. Łódzkie province then withdrew from the project, and the number of trains was reduced to 37. It has since been cut again to 21, and may be reduced by a further six, depending on the nature of the bids submitted in 2014. 7.1-95: Modernisation of 18 coaches, instead of 57, and modernisation of five electric locomotives. Here PLN 59.9 million has been allocated, with EU co-finance of PLN 34.09 million. These will be used for services in Dolnośląskie, Wielkopolskie, Zachodniopomorskie, Pomorskie, Warmińsko- Mazurskie, Kujawsko-pomorskie and Łódzkie provinces.

Traffic During 2012 a daily average of 2,210 trains were operated, of these 2,120 REGIO services, 80 InterREGIO and 10 REGIOekspres. The 2013 timetable provided for a daily average of 1,715 REGIO, 61 InterREGIO and 14 REGIOekspres services. Patronage in 2012 was as follows:

PR traffic in 2012

Tonnage carried Passengers Passenger-km Train-km (million) (million) (million) REGIO 94.09 4,849.9 55.59 InterREGIO, REGIOekspres 6.68 1,194.67 8.14 International REGIO and 0.25 66.81 1.27 REGIOekspres TOTAL 101.02 6,111.38 65.0

During the first ten months of 2013 PR carried 71,545,200 passengers (4,339.6 passenger-km), and had captured a 31.7% share of the Polish passenger market.

Rolling stock The first 14 years of the current millennium have resulted in the provinces funding the purchase of new trains – EMUs and DMUs – of new designs, the goal being to eliminate costly operation with locomotive-hauled stock. Domestic train manufacturers, in particular PESA and Newag, developed new vehicles and both have now broken into the export market, PESA in Italy and in various CIS countries including Russia, and Newag recently in Italy.

Electric locomotives: 37 – EU07 (15), EP07/EP07P (6), 163 (16, hired from České Dráhy).

DMUs: 127 ( 13 + 114) – SA102 (3*); SA105 (5*); SA103 (10*); SA106 (5*); SA107 (2*); SA108 (4*); SA109 (7*); SA110 (8*); SA111 (3*); SA112 (2*); SA121 (3); SA122 (1); SA131 (1*); SA132 (3*); SA133 (5 + 18*); SA134 (16*); SA135 (2 + 5*); SA136 (12*); SA137 (3*); SA139 (6*); SN61 (1*); SN81 (2). EMUs: 747 (700 + 47*) – EN57 (647 + 29*); EN57AL/EN57AKL/ EN57AKM (25*); ED59 (1*); EN61 (1); EN62 (1*); EN71 (32 + 4*); EN72/EN72A (4); ED72 (9); ED73 (1); EN77 (5); ED78 (3*); EN81 (1/8*); EN96 (4*); 36WE (1*). Coaches: 415 – 174 second class and 103 first class, the majority Types 120A, 111A and 126 Type Bdhpumn double-deck coaches. In addition to the above DMUs and EMUs, PR operates 114 and 47 vehicles respectively of each type financed/owned by the provinces. These are indicated by an asterisk*.

InterREGIO ul Wileńska 14a, PL-03-414 Warszawa Tel: (+48) 474 14 05, 474 47 44 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 services, marketed as REGIOekspress, began on 1 March 2009. The first two were Warszawa to Poznan and Szczecin and Warszawa to Kraków and Rzeszów, initially one train pair on Fridays and Sundays on each route, and from 1 June 2009 daily. Refurbished carriages were gradually 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. With the introduction of the new timetable on 25 December 2013 all REGIOekspress trains were re-categorised InterREGIO.

PKP SKM PKP Szybka Kolej Miejska w Trójmieście ul Morska 350a, PL-81-002 Gdynia-Cisowa Tel: (+48) 58 721 29 11 Fax: (+48) 58 721 29 91 E-mail: [email protected]; [email protected] Website: www.skm.pkp.pl President: Maciej Lignowski The PKP SKM business sector 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.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 30 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.

Ownership of shares in PKP SKM Organisation Number of shares PKP SA 121,206 State Treasury 56,605 Pomorskie province 34,000 Gdańsk city council 42,000 Sopot municipal council 7,000 Gdynica municipal council 8.600 Pruszcz Gdański municipal council 4,000 Rumia municipal council 400

Services operated in 2013/14 were: ■■ Gdańsk Główny-Gdynia Chylonia and Wejherowo (44 km) (frequent throughout the day); ■■ Gdańsk Główny-Wejherowo, Lębork and Słupsk (131 km) (mostly at peak periods); ■■ Gdańsk Główny-Gdańsk Stadion Expo (3.96 km) (during trade fairs and football matches only). In September 2008 PKP SKM embarked upon a programme to modernise the network and rolling stock. Planned investment by late 2014 is between PLN 342.6 million and PLN 350 million, with PLN 167 million from EU funds. One key project is rebuilding Gdańsk Śródmieście station, 1.8 km south of Gdańsk Główny, to become the new southern terminus for the suburban services. This work is being realised by a consortium formed of Rajbud and Delpol. Other stations to be refurbished include Wrzeszcz, Żabianka, Gdynia Wzgórze, św. Maksymiliana, Politechnika, Sopot and Sopot Wyścigi. At Gdynia station a new traffic control centre was completed by the end of 2011. On 30 April 2012 test runs were undertaken on 3.96 km of the upgraded Line 227 between Gdańsk Główny and Gdańsk Zaspa Towarow, ahead of the EURO 2012 football championships. The first passenger train ran on 6 May 2012 in connection with a match at the nearby stadium. It is also planned to modernise 21 Class EN57 EMUs, and in March 2012 a PLN 128.86 million contract was awarded to a consortium formed of Škoda and TS Opole, which fought off bids submitted by PESA/ ZNTK Mińsk Mazowiecki and Newag. However, in February 2013 TS Opole went bankrupt. By summer 2013 six trains had been modernised at Opole, but in September it was announced that the contract had been rescinded and awarded to PESA for PLN 123.9 million. Deliveries are scheduled to run from March to November 2014. In the first ten months of 2013 SKM Trójmiasto, which employs 835 people, carried 29,611,400 passengers (673.4 million train-km), and captured a 13.1% share of the Polish passenger market.

EMUs: 64 – EN57 (43); EW58 (7); EN71 (14).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 31 Local public transport – open access and province-owned operators Arriva Arriva RP, ul Stępińska 22/30, PL-00-739 Warszawa Toruń office: ul Grudziądzka 110-114, PL-87-100 Toruń Tel: (+48) 56 660 89 33 Fax: (+48) 56 660 89 42 E-mail: [email protected]; [email protected] Website: www.arriva.pl President: Damian Grabowski At present this is the only Polish open access passenger operation handled by what was originally 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. 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. In March 2013 Arriva RP was awarded a contract by the province to operate services on the Bydgoszcz-Laskowice Pomorskie, Bydgoszcz-Wyrzysk, Osiek-Piła, Toruń-Jabłonowo Pomorskie and Toruń-Włocławek, Kaliska Kujawskie and Kutno electrified routes, starting on 15 December that year. The new contract also enables new through services to be provided, such as Bydgoszcz- Grudziądz and Toruń-Brodnica. In the first ten months of 2013 2,059,000 passengers were carried (72.8 million passenger km), Arriva RP having captured a 0.9% share of the Polish passenger market. Services operated are: ■■ Toruń Główny-Jabłonowo Pomorskie ■■ Toruń Główny-Lipno and Sierpc ■■ Toruń Główny-Chełmża and Grudziądz ■■ Bydgoszcz Główna-Chełmża ■■ Toruń Główny-Włocławek, Kaliska Kujawskie and Kutno ■■ Bydgoszcz-Nakło nad Notecią, Wyrzysk Osiek and Piła Wierzchucin/Laskowice Pomorskie-Czersk ■■ Bydgoszcz Główna-Twarda Góra and Tczew ■■ Bydgoszcz Główna-Wierzchucin and Chojnice ■■ Wierzchucin-Laskowice Pomorskie, Grudziądz, Jabłonowo Pomorskie and Brodnica Seasonal excursions are also operated to resorts on the Baltic coast. Arriva RP relied initially on a batch of Class SA106 railcars built by PESA and ordered by Kujawsko- Pomorskie province for PKP PR. The first new Arriva trains were two Class SA134 DMUs acquired in 2007. In November 2011 an agreement was signed with PESA for four two-car Class SA133 DMUs, all delivered by 2013.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 32 DMUs: 40 – SA106 single-car (13*); SA123 (5*) SA134 two-car (2*); SA133 (4*); MR/MRD two-car (14, ex-DSB); Ym three-car (1, ex-DSB); Yp25 (1); Ys47 (1).

EMUs: 4 – ED72A (3, modernised by ZNTK Mińsk Mazowiecki*); ED72 (1*).

Koleje Dolnośląskie ul Wojska Polskiego 1, lok 5, PL-59-220 Legnica Tel: (+48) 76 850 65 11 Fax: (+48) 76 753 51 22 E-mail: [email protected] Website: http://kolejedolnoslaskie.eu/ President: Genowefa Ładniak Koleje Dolnośląskie was founded in December 2007 by the provincial council and ran its first train on 14 December 2008. 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, and services on other routes, notably Jelenia Góra to Szklarska Poręba (since summer 2010 a through international route to Harrachov and Tanvald in the Czech Republic) and Kłodzko to Kudowa-Zdrój have been notably improved since 2013 following infrastructure upgrades. In 2011 it carried 900,558 passengers, and in 2012 1,686,004. The number of passenger-km rose from 30,129,000 in 2011 to 76,769 in 2012. Train-km operated rose from 1238,369 in 2010 to 2,545,480 in 2012. Services as from 15 December 2013: ■■ Jelenia Góra-Lwówek Śląski ■■ Jelenia Góra-Lubań Śl-Gierałtów/Zgorzelec-Węgliniec ■■ Legnica-Kłodzko-Polanica Zdrój-Kudowa Zdrój ■■ Legnica-Żary ■■ Wrocław-Jaworzyna Śl-Świdnica ■■ Trzebnica-Wrocław ■■ Kudowa Zdrój-Polanica Zdrój-Kłodzko-Wałbrzych ■■ Wrocław-Legnica-Bolesławiec-Węgliniec ■■ Wrocław-Trzebnica ■■ Wrocław-Jelenia Góra- Szklarska Poręba (one train pair daily, most services operated by Przewozy Regionalne) ■■ Węgliniec-Bolesławiec-Legnica-Wrocław ■■ Węgliniec-Żary

DMUs: 21 – SA106 (1*); SA109 (2*); SA132 (1*); SA134 (8*); SA135 (9*).

EMUs: 8 – 31WE ‘Impuls’ (5*); EN57AL (1*); EN57AKD (1*); EN57 (1*).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 33 Koleje Mazowieckie ul Lubelska 26, PL-03-802 Warszawa Tel: (+48) 22 364 44 44 Fax: (+48) 22 47 37 632 E-mail: [email protected] Website: www.mazowieckie.com.pl CEO: Artur Radwan Koleje Mazowieckie was founded in July 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. On 24 February 2014 KM announced PESA was preferred bidder for two complete push-pull double-deck trains, comprising 20 intermediate cars, two driving trailers and two 3 kV DC electric locomotives. This was a major breakthrough for the Bydgoszcz manufacturer, representing its first venture into the construction of double-deck rolling stock (and the first ever occasion that the Polish railway industry has built such vehicles) and the first commercial order for GAMA electric locomotives. Delivery is due between January and August 2015. During the first ten months of 2013 52,225,200 passengers were carried (1,869.9 million passenger km), a 23.1 % share of the Polish passenger market. In 2012 59,106,665 passengers were carried, up by 7.93% on 2011. 16.57 million train km were operated, 4.19% more than in 2011. The company provides services on the following routes (network length 1,343 km, of which 1.176 km situated within Mazowsze province): ■■ Warszawa Lotnisko Chopina (airport)-Modlin with bus connection to/from airport) ■■ Warszawa Wschodnia-Skierniewice ■■ Warszawa Zachodnia-Łuków ■■ Warszawa Wschodnia-Kutno ■■ Warszawa Wileńska-Małkinia ■■ Warszawa Zachodnia-Dęblin ■■ Warszawa Wschodnia-Skarżysko Kamienna ■■ Warszawa Zachodnia-Działdowo ■■ Radom-Drzewica ■■ Radom-Dęblin ■■ Nasielsk-Sierpc ■■ Tłuszcz-Ostrołęka ■■ Siedlce-Czeremcha ■■ Kutno-Sierpc Regional Express services (limited-stop, at peak hours): ■■ ‘Bolimek’: Warszawa Wschodnia-Żyrardów ■■ ‘Łukowianka’: Warszawa Zachodnia-Łuków ■■ ‘Mazovia’: Warszawa Wschodnia-Płock (via Kutno) ■■ ‘Radomiak’: Warszawa Wschodnia-Skarżysko-Kamienna ■■ ‘Rudka’: Warszawa Zachodnia-Siedlce

Electric locomotives 11 – EU47 TRAXX P160 DC electric locomotives equipped for push-pull operation with new double-deck stock.

DMUs: 17 – Class SA135 (4); 222M (1); VT627 (6, ex-DB); VT628 (6, ex-DB).

EMUs: 219 – EN57 (117): EN57KM (2); EN57AKM (67); EW60 (2); EN71 (2); EM71KM (4); ER75 (10); EM76 (16).

Koleje Śląskie ul Wita Stwosza 7, PL-40-040 Katowice Tel: (+48) 32 494 06 63 Fax: (+48) 32 494 06 62 E-mail: [email protected] Website: www.kolejeslaskie.com/pl President: Piotr Bramorski Koleje Śląskie (KŚL) 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 planned to run a through service between Gliwice and Bytom from December 2011, also with much enhanced service frequencies. At weekends two train pairs daily were provided linking Częstochowa and Sosnowiec Główny with the mountain resort of Wisła Głębce (181.3 km). KŚL illustrates a paradox likely to be repeated elsewhere 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 own services, and which has to provide booking office facilities and station public address announcements for passengers. Both operators honour each other’s tickets issued and have to ‘compete’ for passengers. Between 2005 and 2011 the annual subsidy provided to PR by Śląskie province had risen from PLN 55 million to PLN 146.4 million, and threatened to rise further. Looking for a cheaper solution with a modern image, on 11 September the province awarded KŚL a three-year PLN 470 million contract from 1 January 2013 to 31 December 2015 to take over all remaining PR services. In return service frequency was to be increased, and a fleet of more modern trains used. However, for KŚL to deliver the required service level in Górny Slask the need to take on between 450 and 500 more employees and expand the fleet of 17 trains to 56 proved a challenge for the young company. The result at the start of the 2012-13 timetable was chaos, with numerous services cancelled, replaced by buses or handed back to PR. Heavy snow added to KŚL’s problems. Thanks to the need to hire stock, costs were far higher than anticipated, and by early 2014 few of the plans for new trains had been realised. Passengers were still being moved by unpopular Class EN57 EMUs hired from PR, many of which had not been refurbished. During the first ten months of 2013 13,763,000 passengers were carried (542.8 million passenger km), a 6.1 % share of the Polish passenger market. Services are operated on the following routes: ■■ Gliwice-Katowice-Zawiercie-Częstochowa ■■ Gliwice-Bytom-Chorzów Batory-Katowice-Sosnowiec-Główny Zawiercie ■■ Katowice-Imielin-Oświęcim-Czechowice-Dziedzice ■■ Tychy Lodowisko-Tychy-Katowice-Sosnowiec Główny ■■ Katowice-Pszczyna-Bielsko-Biała-Żywiec-Zwardoń ■■ Bielsko Biała-Kęty-Andrychów-Wadowice

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 35 ■■ Czechowice-Dziedzice-Chybie-Zebrzydowice-Cieszyn ■■ Katowice-Tychy-Pszczyna-Ustroń Zdrój-Wisła Uzdrowisko-Wisła Głębce ■■ Katowice-Mikołów-Orzesze-Czerwionka-Leszczyny-Rybnik-Racibórz ■■ Wodzisław Śląski-Radlin Obszary-Rybnik-Żory-Pszczyna ■■ Racibórz-Krzyżanowice-Chałupki ■■ Katowice-Chorzów Batory-Bytom-Tarnowskie Góry-Kalety-Lubliniec ■■ Tarnowskie Góry-Kalety-Herby Nowe

DMUs: 13 – SA109 (2*), SA138 (3, owned by KŚ), SN82 (Wadloper) (3, leased from Sigma Tabor); SN83 (Wadloper) (5, leased from Sigma Tabor)..

EMUs: 50 – Class EN57 (17, hired from Przewozy Regionalne); EN57AKŚ (7, 5 leased from ING Lease, 1 owed by province, 1 owned by KŚ); EN57KM (2, owned by province); EN71AKŚ (2, owned by ING Lease); EN75 FLIRT (4, owned by province); EN76 ELF (9, owned by province); 14WE Halny (2, owned by SKM Warszawa); 27WEb ELF (6, leased from PESA); 1 35WE Impuls (owned by province). Note: fleet changes occur frequently.).

Koleje Wielkopolskie ul Składowa 5, PL-61-897 Poznań Tel: (+48) 61 279 27 00 Fax: (+48) 61 279 27 09 E-mail: [email protected]; [email protected] Website: www.koleje-wielkopolskie.com.pl President: Włodzimierz Wilkanowicz 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. A batch of 22 new ELF EMUs supplied by PESA between 2012 and 2014 are to be used on services between Zbąszynek, Poznań, Kłodawa and Kutno and between Poznań, Gniezno and Inowrocław. During the first ten months of 2013 4,427,200 passengers were carried (199.0 million passenger- km), a 2.0 % share of the Polish passenger market. Services are operated on the following routes: ■■ Poznań-Konin-Kutno ■■ Poznań-Zbąszynek. ■■ Poznań-Wolsztyn ■■ Poznań-Gołańcz ■■ Poznań-Gniezno ■■ Leszno-Ostrów Wlkp ■■ Leszno-Zbąszynek

EMUs: 30 – EN57 (8*); EN76 ELF (22*).

Szybka Kolej Miejska w Warszawie (SKM Warszawa) Aleje Jerozolimskie 125/127, PL-02-017 Warszawa Tel: (+48) 22 69 97 235 Fax: (+48) 22 69 97 236 E-mail: [email protected] Website: www.skm.warszawa.pl 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 for the capital 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, the PLN 230 million 1.5 km airport branch being inaugurated the following spring. During the first ten months of 2013 the operator carried 17,866,700 passengers (265.5 million passenger-km), an 8.0% share of the Polish passenger market. Routes operated: ■■ S1 Otwock via city centre to Pruszków. ■■ S2 Warszawa Lotnisko Chopina (airport) via city centre to Sulejówek-Miłosna. ■■ S3 Warszawa Lotnisko Chopina via city centre to Wieliszew ■■ S9 Warszawa Zachodnia via Warszawa Praga to Legionowo Piaski (weekdays only)

EMUs: 32 – 14WE (6, rebuilt EN57); 19WE (4); 27WE (13); 35WE (9).

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 began on 5 October 2007 and services started on 20 September 2008. Patronage is around 3.6 million passengers per annum. During the first ten months of 2013 441,300 passengers were carried (0.6 million passenger-km) on the Polish stretch of the line, the UBB enjoying a 0.2 % share of the Polish passenger market. 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

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 37 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 EUR 120 million, is probably prohibitive, even if it would put Świnoujście within two hours by rail of Berlin – faster than via Szczecin.

DMUs: 23 – 646 (23, Stadler GTW 2/6)

Warszawska Kolej Dojazdowa ul Batorego 23 (wjazd od ul Radońskiej), PL-05-825 Grodzisk Mazowiecki Tel: (+48) 22 755 55 64 Fax (+48) 22 755 20 85 E-mail: [email protected]; [email protected] Website: www.wkd.com.pl President: Gregorz Dymecki 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 3.4 km connecting line running north on the parallel main to Pruszków on the parallel 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 95.24% of the shares, with the remainder distributed among the municipalities of Pruszków (1.47%), Podkowa Leśna (0.43%), Milanówek (0.6%), Grodzisk Mazowiecki (1.05%), Brwinów (1.04%) and Michałowice (0.17%). The shareholdings of the local municipalities have decreased significantly over the past few years. The capital consists of 15,582 shares, each of PLN 500. Projects exist for extending the line to the huge Janki shopping complex on the Warszawa- Katowice road, and for building halts on the Komorów-Pruszków line and introducing a passenger service there. The proposal to convert the network from 600 V DC to 3 kV DC (for which the new Class EN97 EMUs are prepared) has been postponed until at least summer 2014 (originally scheduled for summer 2013). The move is expected to reduce power transmission losses by around 25% and enable a more frequent service to be provided during peak hours. The 2012 timetable provided 131 services on weekdays and 76 at weekends. Passenger numbers on the WKD network fell slightly to 7.1 million in 2012. During the first ten months of 2013 6,101,300 passengers were carried (96.4 million passenger-km), a 2.7% share of the Polish passenger market. On 12 June 2012 the Ministry of Regional Development and the Swiss Secretary for the Economy signed an agreement under which the Swiss-Polish Co-operation Programme would provide funding of PLN 57.9 million for the purchase of six more EMUs and the provision of real time train information at stations. Delivery of the new trains is scheduled for the second half of 2015. The total cost of the project is PLN 124.7 million. 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 PLN 281 million order was placed with this manufacturer for 14 new trains to replace the EN94s.

EMUs: 39 – EN94 (24 withdrawn from service); EN95 (1, prototype); EN97 (14). Also retained is 1 EN80 heritage unit.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 38 Suburban rail developments The following projects are initiatives to provide integrated suburban rail services, emulating the German S-Bahn or Spanish Cercanías models. They generally envisage a rupture with PR as operator, with the creation of separate operating companies, in which paradoxically, the gmina would be the initial shareholder. The concept is known variously as a Kolej Aglomeracyjna (Urban Area Railway), a Szybka Kolej Miejska (Fast Urban Railway, SKM) or a Kolej Podmiejska (Suburban Railway). The first urban area in Poland to develop a comprehensive SKM service format – frequent (though not necessarily fast) trains running to a clockface timetable was the Trójmiasto conurbation (Three Cities – Gdansk, Sopot and Gdynia). Although the SKM branding dates back to the early post-war years, the PKP SKM business sector was not founded until 1 July 2001. 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, with services starting in 2005. The concept is now spreading to other cities, with certain projects in realisation.

Szybka Kolej Regionalna (Katowice) The project to provide an intensive suburban service on the revived western end of the mothballed Line 179 (Tychy-Mysłowice Kosztowy) between Tychy and Tychy Lodowisko (Ice Rink) pre-dates the Koleje Śląskie era, but was fostered by the provincial council as part of a plan to develop an SKM network for the Śląsk industrial conurbation. Services, operated by PR, began on 14 December 2008, initially between Tychy Miasto and Katowice. On 12 December 2010 trains were extended from Katowice to Sosnowiec Główny and on 1 September 2012 from Tychy Miasto to Tychy Lodowisko. In autumn that year Koleje Śląskie took over the service, initially during a period of PR strikes. In September 2013 construction of a bus/trolleybus/train interchange started at Tychy Miasto station, which was temporarily closed on 15 December that year. The distance from Tychy Lodowisko to Sosnowiec Główny is 28.995 km, with 13 stations, with a journey time of between 41 and 51 minutes.

Krakowska Szybka Kolej Aglomeracyjna Krakowska Szybka Kolej Miejska was a project developed in 2002 to improve and expand 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 S2 is now a reality following upgrading of the 5.04 km Kraków Mydlinki-Balice branch line. Services started on 25 May 2006, the terminus halt being around 500 m from the airport terminal. Under a contract worth PLN 369,884,829 Astaldi is building a new terminal at Kraków Balice airport. Under an 18-month contract worth PLN 240.6 million (with EU co-financing) awarded in late September 2013. The same firm is to extend the branch to a new terminus adjacent to the terminal, and electrify and double the line, with line speed raised to 80 km/h. Two new intermediate halts are to be built between the airport and Kraków Główny (12 km). At present there are 23 train pairs daily between Kraków and the airport, journey time 19 minutes. The electrified branch from Bieżanów to Wieliczka Rynek, threatened with closure soon after the turn of the millennium, is now being upgraded. The operator is PR.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 39 Since 2002 the project has been renamed Krakowska Szybka Kolej Aglomeracyjna and its scope broadened. Three routes, traversing the city, are now envisaged: ■■ Tarnów-Kraków-Trzebinia, ■■ Wieliczka Rynek-Kraków-Balice ■■ Skawina-Kraków-Miechów On 7 August 2013 Małopolska provincial council awarded PESA a contract for ten 160 km/h EMUs (six three-car and four two-car). This was valued at PLN 132 million, including maintenance until the end of 2020 and a ten-year guarantee. Deliveries of the first two two-car trains are to run from October 2014 to January 2015, and the three-car trains from August 2015, with the SKA network fully established the following year.

Łódzka Kolej Aglomeracyjna Łódzka Kolej Aglomeracyjna Sp z o o al Piłsudskiego 12, PL-90-051 Łódź Tel: (+48) 42 236 17 00, (+48) 42 278 78 70 Fax: (+48) 42 235 02 05 E-mail: [email protected] Website: http://lka.lodzkie.pl/ President: Andrzej Wasilewski 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, all on electrified lines, with planned start-up dates as shown: ■■ Łódź Kaliska-Koluszki ((June 2015) ■■ Łódź Kaliska to Sieradz (September 2014) ■■ Łódź Kaliska and Łowicz (June 2014) ■■ Łódź Kaliska to Kutno (June 2015) In December 2012 ŁKA awarded Stadler Polska a PLN 510 million contract for 22 two-car FLIRT EMUs for local services. The trains are being built at Stadler’s Siedlce factory, with the first six delivered in April 2014, to be followed by 10 more in late October that year, and the final four by February 2015. The trains are to be maintained at a new depot at Łódź Widzew. It is also planned to acquire 17 Class EN57 EMUs from PR. These are to be thoroughly modernised, with asynchronous traction motors. Also to be used is the unique Class ED59 Acatus EMU, built by PESA, and ten more new trains are to be acquired between 2014 and 2020. On 13 December 2012 it was announced that the European Commission had confirmed that co-finance had been agreed for the development of the ŁKA. Of the total EUR 113,765,805 investment EUR 61,159,042 is to be supplied from EU funds. Completion of the whole ŁKA project is scheduled for June 2015.

Pomorska Kolej Metropolitalna ul Żaglowa 11, PL-80-560 Gdańsk Tel: (+48) 58 350 11 00 Fax: (+48) 58 350 11 01 E-mail: [email protected] Website: www.pkm-sa.pl/ President: Krzysztof Rudziński Founded in 2010 by Pomorskie provincial council, this company is creating a new rail network serving the western and northern suburbs of Trójmiasto. The first project involves reviving the eastern end of the Kolei Kaszubskiej, which ran from Gdańsk Wrzeszcz to Stara Piła as Line 234

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 40 and which was closed in 1945. The revived line, 19.9 km with eight halts, will serve the suburbs of Gdańsk Matarnia, Firodze and Rębiechowo, and Gdańsk Lech Wałęsa airport, continuing to a junction on the Gdynia to Koscierzyna line. A branch is also to be built from Gdynia to Gdynia-Kosakowo airport, a modernised former military airfield, which received its first commercial flights in 2013. 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), involving revival of the 7.6 km Kartuzy branch (Line 214) to Somonino and the eastern section of Line 229 from Glincz to Kartuzy (about 6 km). Line 212 running west from Lipusz to Bytów (29.8 km) is also to be revived. 2015 is the current target date for completing the line serving Gdańsk airport. During winter 2013 more than 60 buildings and 20,000 young trees blocking the route were demolished, felled and cleared. In March 2013 it was announced that a consortium of Budimex (Poland) and Ferrovial Agromán had been chosen as preferred bidder to build the PLN 716 million section between Gdańsk Wrzeszcz and the airport. Construction of the double-track line started 42 days after the signing of the contract and is scheduled for completion by 30 April 2015. EU co-financing for these projects is now a massive 85%, which has prompted the planning of new possibilities. Since Line 201 from Koscierzyna to Gdynia is not electrified (and is to be upgraded for 120 km/h running.), it has been decided to acquire a fleet of ten 120 km/h DMUs (seven three-car and three two-car) to operate airport services, which will run at headways of between 7.5 and 15 minutes, depending on demand. Deliveries of the first two trains are scheduled for 2014, and the remainder for 2015. It is estimated that initial annual patronage will be between 6.5 and 12.5 million, rising to between 10.3 and 24.2 million if the 7.5 minute headway is offered. On 10 December 2013 tracklaying started on the section between Matarnia (adjacent to the shopping complex of the same name, on the dual carriageway ring road avoiding Gdansk, Sopot and Gdynia) and the airport.

Poznańska Kolej Aglomeracyjna In February 2013 a proposal was put forward for the use of the PKP PLK line which bypasses the city to the north, linking Szamotuły in the northwest with Swarzedz in the east. Around 12 new stations would be needed, and a 15-minute service would be required in peak hours, falling to 20 to 30 minutes off-peak. The cost is put at PLN 30 million for preparing the infrastructure, and PLN30 million for leasing EMUs or DMUs.

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 (after 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 EUR 231.32 million, with EUR 100 million coming from EU funds. The city councils of both Bydgoszcz and Toruń are involved in the project, together with Kujawsko-Pomorskie province. Tramway developments in the two urban centres as part of the overall BiTCity project are described in Section 5. In November 2013 Kujawsko-Pomorskie province awarded PESA a PLN 32.84 million (EUR 7.82 million) contract for two 120 km/h ELF EMUs (with an option for three more) to provide a fast service between Toruń Wschodni and Bydgoszcz Główna as part of the BiT City project. The first train was delivered in June 2014. It is planned to provide initially an hourly service between Toruń and Bydgoszcz, with half-hourly departures at peak periods and a journey time of 25 minutes. PESA’s bid for the entire five-train contract, which includes a five-year maintenance agreement, was PLN 83,102,500, and in early 2014 the option for the three further trains had been taken up.

SKM Szczecin First proposals for an SKM serving Szczecin date from the 1970s, though planning in earnest began in 2002. In December 2013 the project was submitted for EU co-financing under the

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 41 POIiŚ 2014 -2020 period. Involved in the scheme are Szczecin, Goleniów, Police and Świnoujście municipal councils, and Zachodnio-Pomorskie provincial council. Infrastructure projects are currently costed at between PLN 130 and 135 million, to be shared between Police urban council (PLN 35 million), Szczecin urban council (PLN 50 million) and PKP PLK (PLN 50 million). The initial network will involve upgrading Line 406 running north from Szczecin to Police, and the short branch into the centre of the latter town (28.7 km), ending at Police Chemia (petrochemical complex). 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 (six 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 PR. In May 2013 the PLN 71 million 5 km branch from Szczecin airport at Goleniów, from Szczecin to Kołobrzeg was inaugurated, with services three pairs daily now operated, this frequency dictated by a very low level of flight arrivals and departures.

Wrocławska Kolej Aglomeracyjna The project for a suburban rail network dates from June 2008, and in April 2009 the province gave the project its first name, Dolnośląska Kolej Dojazdowa (Dolnośląskie Commuter Railway) and proposed the purchase of 21 DMUs or EMUs for PLN 150 million. In April 2010 urban public transport operator MPK Wrocław was granted a rail operator’s licence and proposed providing a service on the line from Wrocław Psie Pole to Wrocław Brochów. The trains used were to be leased. By October 2011 the project had taken more shape, envisaging a two-line network, from Wrocław Główny to Wrocław Leśnica, and from Siechnice via Wrocław Główny to Długołęka. For services beyond the urban area of Wrocław a substantial expansion of Koleje Dolnośląskie’s services is envisaged, to Legnica, Wałbrzych, Swidnica, Bielawa, Strzelin, Oleśnica, Jelcz, Oława, Trzebnica, Wołów and Żmigród.

Railfreight market overview Poland occupies a strategic location between the rest of the EU, Russia and the CIS countries, and the Far East. The table below indicates that the main challenge to railfreight is still road freight, and as the Polish road network is gradually improved, this threat is likely to grow. The declines recorded between 2007 and 2012 in transport by sea and on inland waterways should also be noted.

Freight Transport in Poland (*rail excludes shunting, including all licensed railfreight operators)

2007 2010 2012 Thousand Million tonne- Thousand Million tonne- Thousand Million tonne- tonnes kms tonnes kms tonnes kms Rail* 245,346 54,253 234,568 48,795 230,878 48,903 Road 1,213,2436 159,527 1,491,253 214,204 1,548.111 233,310 Pipeline 52,866 23,513 56,208 24,157 52,985 22,325 Inland waterways 9,792 1,338 5,141 1,030 4,579 815 Sea 11,432 28,580 8,362 19,773 7,476 20,299

Commodities carried by rail in Poland 2011 and 2012 – tonnes lifted (Source: UTK)

Commodities 2011 2012 Difference Share 2011 Share 2012 (tonnes) (tonnes) 2011/12 (%) (%) (%) Total 249,348,263 231,402,992 -7.20 100.00 100.00 Agricultural products, including cereals 4,734,473 4,477,171 -5.43 1.90 1.93 Coal, lignite, raw petroleum, natural gas 100,763,012 97,815,957 -2.92 40.41 42.27 Metal ores, sand, gravels, clays 74,179,809 60,597,778 -18.31 29.75 26.19 Foodstuffs, drinks 1,207,685 1,525,664 +26.33 0.48 0.66 Textiles, clothing, footwear 2,820 18,510 +556.38 0.001 0.008 Timber and paper products 1,366,945 1.467,687 +7.37 0.55 0.63 Coke, refined petroleum, industrial gases 26,072,373 24,144,399 -7.39 10.46 10.43 Petrochemicals, plastics,nuclear fuel 10,257,406 10,114,433 -1.39 4.11 4.37 Non-metallic minerals, cement, lime, gypsum 4,278,829 3,366,172 -21.33 1.72 1.45 Fabricated metal products 8,466,878 10,414,931 +23.01 3.40 4.50 Machinery, electrical equipment 195,598 215,956 +10.41 0.08 0.09 Transport equipment 1,161,805 1,041,965 -10.32 0.47 0.45 Furniture 81,334 115,091 41.50 0.03 0.05 Waste materials 5,082,712 2,559,152 -49.65 2.04 1.11 Mail 0 0 0 0 0 Empty containers 607,668 836,392 +37.64 0.24 0.36 Miscellaneous 10,888,916 12,691,733 +16.56 4.37 5.48

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 43 Commodities carried by rail in Poland 2011 and 2012 – tonne-km (Source: UTK) Commodities 2011 (thousand 2012 (thousand Difference Share Share tonne-km) tonne-km) 2011/12 (%) 2011 (%) 2012 (%) Total 53,974,430,876 49,039,416,880 -9.14 100.0 100.0 Agricultural products, including cereals 1,763,986,952 1,683,436,465 -4.57 3.27 3.43 Coal, lignite, raw petroleum, natural gas 16,553,630,123 15,266,876,802 -7.77 30.67 31.13 Metal ores, sands, gravels, clays 16,290,058,574 12,572,622,580 -22.82 30.18 25.64 Foodstuffs 189,406,743 298,788,412 +57.75 0.35 0.61 Textiles, clothing, footwear 454,771 3,573,875 +685.86 0.001 0.007 Timber and paper products 416,720,299 457,271,377 +9.73 0.77 0.93 Coke, refined petroleum, industrial gases 7,660,424,402 7,378,922,943 -3.67 14.19 15.05 Petrochemicals, plastics,nuclear fuel 3,352,850,887 3,203,174,510 -4.46 6.21 6.53 Non-metallic minerals, cement, lime, gypsum 1,170,867,502 1,000,942,312 -14.51 2.17 2.04 Fabricated metal products 2,059,536,884 2,746,703,610 +33.37 3.82 5.60 Machinery, electricalequipment 73,597,212 71,099,747 -3.39 0.14 0.14 Transport equipment 266,910,906 265,431,239 -0.55 0.49 0.54 Furniture 30,970,932 39,102,470 +26.26 0.06 0.08 Waste materials 1,258,588,564 627,298,372 -50.16 2.33 1.28 Mail 0 0 0 0 0 Empty containers 269,320,108 339,861,716 +26.19 0.50 0.69 Miscellaneous 2,617,106,017 3,084,310,448 +17.85 4.85 6.29

Intermodal Compared with other European countries of similar size and with similarly sized rail networks, container/intermodal railfreight has yet to develop in Poland. The major challenge in the future will be winning this type of freight back from the road haulage industry. From the fourth quarter of 2011 to the end of the third quarter of 2012 a record 1,007,940 TEUs were moved by rail within Poland – 242,598 in the final quarter of 2011, 253,516 in the first quarter of 2012, 256,080 in the second quarter and 255 746 in the third quarter of the year. PKP Cargo’s wholly-owned subsidiary Cargosped, founded in February 2000, captured between 65% and 70% of the market. A growth of 60% in the container traffic through Poland’s ports is anticipated over the coming decade.

Growth of intermodal rail traffic in Poland since 2010 TEUs Containers Q1 2010 132,412 79,833 Q1 2011 164,763 98,473 Q12012 253,516 154,777 Q1 2013 266,867 165,982 Q3 2013 285,273 176,274

Polish intermodal railfreight operators in 2013 were: PKP Cargo; CTL Logistics (since 2007); CTL Rail (since 2013); DB Schenker Rail Polska (since 2005, initially as PCC Rail); Ecco Rail (since 2013); ITL Polska (Captrain) (since 2013); Lotos Kolej (since 2009); PKP LHS (since 2011); Rail Polska (since 2012); STK (since 2011).

Rail-served container terminals in Poland Szczecin/Świnoujście; Gdańsk/Gdynia; Gądki/Poznań; Włocławek; Mława; Pruszków/Warszawa; Małaszewicze/Terespol; Łódź; Kutno; Brzeg Dolny/Kąty; Wrocławskie/Wrocław; Gliwice; Dąbrowa Górnica; and Sławków.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 44 Of these the terminals in Gdańsk/Gdynia handle a third of all intermodal railfreight in Poland. PKP Cargo’s most important container flow (27% of all traffic) is between Gdańsk/Gdynia and Małaszewicze/Terespol, followed by Gdańsk/Gdynia to Gliwice, Dąbrowa Górnica and Sławków (10%) and Gdańsk/Gdynia to Łódź and Kutno.

Evolution of open access railfreight 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, initially 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. Since then the number of licensed railfreight operators in Poland has mushroomed. In 2013 the UTK listed 60 – but very few of these are active on the PKP PLK network. The UTK lists only 12 as having a significant share in the railfreight market in 2013 – see the second table below.

Railfreight evolution in Poland 2011-13 2011 2012 % difference 2013 % difference 2012/2013 2011/2012 (Jan – Nov) (11 months) Freight volume moved 249,349.27 231,299.39 -7.24 213,607.86 +0.09 (thousand tonnes) Tonne-km (million) 53,974.43 49,063.58 -9.10 46,732.15 +3.00

The market share of significant open access operators in 2011, 2012 and the first 11 months of 2013

Operator 2011 2012 2013 (first 11 months) Tonnes moved (%) Tonne-km (%) Tonnes moved (%) Tonne-km (%) Tonnes moved (%) Tonne-km (%) PKP Cargo 52.32 62.92 50.42 60.25 48.82 58.98 PKP LHS 4.05 5.99 4.39 6.82 4.24 6.53 PKP Cargo Service – – – – 0.46 0.40 CTL Logistics 6.59 7.16 6.47 6.69 6.78 6.81 DB Schenker Rail 19.73 6.38 20.37 5.43 19.10 5.55 Polska PUK Kolprem 1.02 0.34 1.74 0.67 2.29 0.88 Pol-Miedź Trans 1.90 1.47 2.14 1.95 2.39 2.10 Lotos Kolej 4.22 7.12 4.56 8.21 4.06 7.79 Transoda 0.54 – 0.57 – 0.57 – Rail Polska 1.28 1.39 1.49 1.77 1.75 2.02 Orlen Kol-Trans 0.68 1.30 0.86 1.72 1.14 2.04 STK 0.59 0.51 0.88 1.62 1.33 1.86 KP Kotlarnia 1.43 – 1.11 – 1.34 – ITL Polska 0.87 0.84 – 0.34 – – Freightliner PL 2.34 2.17 2.20 2.05 2.04 2.14 PHU Lokomotiv – 0.45 0.40 0.33 0.33 – Others 2.46 1.95 2.40 2.15 3.36 2.91

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 45 Freight transport – PKP subsidiaries PKP Cargo Logistics ul Grójecka 17, PL-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: Adam Purwin (acting) PKP Cargo Logistics (generally referred to as ‘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%. Privatisation was considered, but shelved following 2008 and the onset of the recession, from which the operator made a strong recovery, in 2010 moving 119.4 million tonnes of freight, up by 14% on 2009. These figures are well below the 162.8 million tonnes of 2001, but since then much freight has been siphoned off by open access operators (see below). By 2010 PKP Cargo was the second largest railfreight operator in the EU after DB Schenker Rail, with an annual revenue of over PLN 4.5 billion. Losses of PLN 178.8 million in 2008 and PLN 497.5 million in 2009 were converted into a PLN60 million profit in 2010, rising to one of PLN340 million in 2012. This prompted a decision to privatise the company, and on 23 October 2013 PKP sold a stake in PKP Cargo in what amounted to Poland’s largest Initial Public Offering (IPO) since Alior Bank (PLN2.1 billion) in December 2012. History was also made because this was the first ever EU railfreight company to be floated on the stock market. Early on 23 October the value of shares was set at PLN 68 each, which resulted in the company being valued at PLN 1.42 billion. It was then announced that 21.7 million shares would be sold, equating to somewhat less than the 50% minus one share originally planned, with parent concern PKP retaining a controlling share. 17% of the IPO was offered to private investors. PKP Cargo was floated on the Warszawa stock exchange on 30 October with share values rising by 18% to PLN 80.51 and demand cited as six times the number of shares on offer. Over recent years PKP Cargo has risen to become a major competitor to DB Schenker Rail. In Poland it has a 60.3% share in the railfreight market and controls 8.5% of all railfreight in the EU, compared with DB Schenker’s 28% in the EU and 5.4% in Poland (through its subsidiary DB Schenker Rail Polska). PKP Cargo also now holds licences for operation in Slovakia, the Czech Republic, Germany, Austria, Belgium and Hungary, and makes good use of these. PKP Cargo operated its first freight train in Hungary on 6 November 2013 carrying steel products from Romania to the Czech Republic. The next goal is to operate freight services in the Netherlands. The operator may, like its larger German counterpart, consider acquiring foreign competitors to hasten its growth. 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.

How PKP Cargo compares with other European railfreight operators (2012 data) Operator Billion tonne-km DB Schenker Rail 105.9 PKP Cargo 29.6 RCA (Austria) 25.6 Fret SNCF (France) 23.2 Great Britain, all operators 21.46 CD Cargo (Czech Republic) 11.4 ZSSK Cargo (Slovakia) 7.3 RENFE (Spain) 7.05

In 2012 PKP Cargo’s EBITDA was PLN 767 million, with a PLN 267 million net profit and revenue of around PLN 5.2 billion, mostly generated by 40 main clients, some with long term contracts.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 46 PKP Cargo is developing this market within Poland, especially with major industrial and mining groups and power stations. However, during the first six months of 2013 revenue fell by 9.2% to PLN 2.29 billion, while net income fell by 44% to PLN 76.8 million. The decision by infrastructure manager PKP PLK to cut access charges by an average 20% in 2014 will be welcomed. Economy measures are being sought. On 21 October 2013 it was reported that PKP Cargo was planning a restructuring exercise in which six of its ten major depots might be closed, with consequent redundancies among managerial staff (a guaranteed employment deal was signed in September for ‘shop floor’ workers). It is reckoned that over the coming decade PKP Cargo will have to invest over PLN 4 billion to replace its ageing fleet of wagons and adapt it to market changes, such as acquiring more platform wagons to meet the likely growth in container traffic. On 4 December 2013 it was announced that PKP Cargo had secured a PLN 200 million loan from the European Investment Bank, to be used within two years for fleet modernisation. First priority is motive power – since 2010 PKP Cargo has modernised 246 locomotives, but there has been little investment in new motive power. Proceeds from the IPO are being used by parent concern PKP SA to pay off debts. On 30 September 2013 PKP Cargo employed 22,895 people, down from 23,917 on the same date in 2012.

Company structure PKP Cargo has the following subsidies, in which it has a 100% shareholding: ■■ PKP Cargo Service: Capital PLN 30,827,000 ■■ PKP Cargo Wagon: PLN 7,265,000 ■■ PKP Cargo Wagon Kraków: PLN 5,320,000 ■■ PKP Cargo Wagon Tarnowskie Góry: PLN 14,686,000 ■■ PKP Cargo Wagon Jaworzyna Śląska: PLN 3,672,000 ■■ PKP Cargowag: PLN 7,572,000 ■■ PKP Cargolok: PLN 9,963,000 ■■ PKP Cargo Tabor-Ostrów Wielkopolski: PLN 8,175,000 ■■ PKP Cargo Tabor-Pomorski: PLM 16,684,000 ■■ PKP Cargo Centrum Logistyczne Małaszewicze: PLN 54,016,000 ■■ PKP Cargo Centrum Logistyczne Medyka-Żurawica: PLN 11,675,000 ■■ Cargosped: PLN 12,969,000 ■■ Gorzów Wagony: PLN9,801,000 ■■ WAGREM: PLN 6,637,000 ■■ Przedsiębiorstwo Spedycyjne Trade Trans: PLN 16,000,000 It has a 51% shareholding in: ■■ PKP Cargo International: EUR1,000,000 Companies in which PKP Cargo has/had shareholdings of between 20% and 50%: ■■ CNR Cargo Wagon: PLN 2,000,000 (50%)* ■■ Zakład Przewozów i Spedycji SPEDKOKS” PLN 1,116,500 (49%) ■■ Międzynarodowa Spedycja MIRTRANS PLN 1,114,000 (44%) ■■ POL-RAIL Societa a responsabilita limitata: PLN 2,000,000 (22%) ■■ COSCO Poland: PLN 250,000 (20%)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 47 * In June 2010 PKP Cargo and Jinan Railway Vehicles Equipment of China formed CNR Cargo Wagon, a joint venture to set up a wagon works in Szczecin. Three prototype wagons were built. The results were less than satisfactory. It was hoped that Chinese involvement would cut production costs by 30%, using cheap materials imported from China. However it was soon found that once transport costs had been included, the wagons worked out more expensive than those built by domestic producers. Labour costs in China are rising, too. In early December 2013 CNR Cargo Wagon was wound up. PKP Cargo has shareholdings of under 20% in the following: ■■ Eurasia Rail Logistics (15%) ■■ Euroterminal Sławków (9%) ■■ Bureau Central de Clearing (1%) ■■ Intercontainer-Interfrigo (1%) The following logistics centres have shareholdings in Cargosped: ■■ Cargosped Terminal Braniewo: PLN 6,126,000 (100%) ■■ Cargosped-Składy Celne: PLN 401,000 (50%) ■■ Gdański Terminal Kontenerowy: PLN 287,062 (42%) ■■ Rudoport: PLN 32,005,880 (1%) ■■ Agencja Węgla I Stali Awis: PLN 160,000 (9%)

Traffic

Main traffic flows in 2012 and 2013

2012 (first three quarters) 2013 (first three quarters) Thousand Million tonne- Thousand % change Million tonne- % change tonnes kms tonnes kms Domestic 53,419 11,439 50,205 -6% 10,592 -8% Export 14,725 4,812 17,295 +17% 6,253 +30% Import 14,921 3,623 13,189 -12% 3,422 -6% Transit 3,108 1,913 2,979 -4% 1,900 -1% TOTAL 86,173 21,847 83,668 -3% 22,166 +1%

Principal commodities handled, first half of 2013 Coal 43% Construction materials 14% Ores and metallurgical products 14% Intermodal/containers 7% Petrochemicals, chemicals 6% Other 17%

PKP Cargo summary fleet list (principal types, operator’s own data) 30/09/2012 30/09/2013 Diesel locomotives 1,316 1,298 Electric locomotives 1,226 1,161 TOTAL 2,542 2,459 Owned machines 2,534 2,450 Leased machines 8 9

Class 30/09/2012 30/09/2013 ET22 896 838 ET41/ET42 203 194 SM42 741 724 SM31/SM48 200 201 Others 502 502 Total 2,542 2,459

Of the fleet of 2,459 locomotives at the end of September 2013, 2,088 were at least 26 years old and only 301 were less than 20 years. At the end of September 2013 PKP Cargo operated 63,347 wagons, all but 84 of which were owned by the company. However, nearly 70% of the fleet was at least 26 years old and only 9,900 were less than 20 years. Around 70% of vehicles were mineral wagons. The PKP Cargo fleet accounts for around two-thirds of wagons used in Poland for rail freight traffic.

PKP Cargo traction allocations by regional division PKP Cargo Gdynia PKP Cargo SA Zakład Przewozów Towarowych w Gdyni ul Celna 3, Gdynia Tel: (+48) 58 721 24 00 Fax: (+48) 58 721 14 44 E-mail: [email protected]

Diesel locomotives: 140 – ST45 (7); SM48 (7); SU46 (8); SU45 (7); ST45 (1); ST44 (8); SM42 (94); SM30 (7); SM03 (1).

Electric locomotives: 122 – ET22 (122).

PKP Cargo Katowice PKP Cargo SA Śląsko-Dabrowski Zakład Spółki ul Huberta 11, Katowice Tel: (+48) 32 714 28 09 E-mail: [email protected]

Diesel locomotives: 140 – ST45 (6); ST44 (14); SP42 (1); SM42 (87); SM31 (29); SM30 (3). The fleet also includes one SN61 diesel railcar and nine steam locomotives.

Electric locomotives: 247 – EU45 (4, three hired from Dispolok); ET41 (68); ET22 (96); ET21 (2); EU07 (7); EU06 (1); EP03 (1)

Diesel locomotives: 76 – SM03 (1); SM30 (3); SM31 (8); SM42 (62); ST44 (2)

Electric locomotives: 76 – ET22 (76).

PKP Cargo Lublin ul Rataja 15, PL-22-270 Lublin Tel: (+48) 81 472 22 07 Fax: (+48) 81 472 23 44 E-mail: [email protected]

Diesel locomotives: 86 – ST45 (1); SM48 (17); SU46 (4); SU45 (11); ST44 (1); ST43 (8); SM42 (42); SM03 (2).

Electric locomotives: 88 – ET41 (36), ET22 (52).

PKP Cargo Nowy Sącz ul Wyspiańskiego 1, PL-33-300 Nowy Sącz Tel: (+48) 18 443 76 80 Fax: (+48) 18 443 76 80 E-mail: [email protected]

Diesel locomotives: 72 – SM30 (2); SM31 (1); SM42 (33); SM43 (10); SM48 (26)

Electric locomotives: 57 – EU06 (6); EU07 (19); ET21 (10); ET22 (7); ET41 (15).

PKP Cargo Poznań ul Kolejowa 23, PL-60-717 Poznań Tel: (+48) 61 633 33 30 Fax: (+48) 61 633 55 14 E-mail: [email protected]

Diesel locomotives: 112 – SM03 (2); SM30 (4); SM31 (5); SM42 (56); SP42 (1); ST43 (34); ST44 (6); SU45 (3); SU46 (1). There are also 14 steam locomotives.

Electric locomotives: 175 – EU07 (59); EM10 (4); ET22 (105); EU45 (5, all Dispolok); E189 (1, Dispolok)

PKP Cargo Szczecin ul Marynarska 1, PL-70-612 Szczecin Tel: (+48) 91 471 49 00 Fax: (+48) 91 471 43 16 E-mail: [email protected]

Diesel locomotives: 84 – SM03 (2); SM30 (4); SM31 (12); SM42 (64); ST44 (2).

Electric locomotives: 56 – ET22 (56)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 50 PKP Cargo Tarnowskie Góry ul Piłsudskiego 21, PL-42-600 Tarnowskie Góry Tel: (+48) 32 769 10 85 Fax: (+48) 32 769 11 91 E-mail: [email protected]

Diesel locomotives: 111 – SM03 (1); SM30 (2); SM31 (38); SM42 (65); ST44 (10).

Electric locomotives: 207 – ET22 (135); ET40 (2); ET41 (24); ET42 (46); ET22 (56)

PKP Cargo Warszawa ul Przyce 17, PL-01-252 Warszawa Tel: (+48) 22 474 53 46 Fax: (+48) 22 474 54 67 E-mail: [email protected]

Diesel locomotives: 203 – SM03 (6); SM42 (120); ST44 (21); ST48 (2); SM48 (54).

Electric locomotives: 49 – EP05 (1); ET22 (48)

PKP Cargo Wrocław Generała Kazimierza Pułaskiego 56, PL-50-443 Wrocław Tel: (+48) 58 717 58 05 Fax: (+48) 58 717 58 06 E-mail: [email protected]

Diesel locomotives: 212 – SM03 (2); SM30 (3); SM31 (1); SP32 (1); SM42 (90); ST43 (75); ST44 (16); SU45 (2); ST46 (1); SU46 (21).

Electric locomotives: 98 – ET21 (8); ET22 (85); ET41 (5).

PKP Cargo train operating subsidiaries Cargosped ul Powązkowska 44c, PL-01-797 Warszawa Tel: (+48 22) 375 76 00 Fax (+48 22) 375 76 01 E-mail: [email protected] Website: www.cargosped.pl/index.php CEO: Barbara Dunaszewska Founded in February 2000, Cargosped is a wholly owned transport, logistics and freight forwarding subsidiary of PKP Cargo.

PKP Cargo International as Lazaretská 23, SK-81 109 Bratislava, Slovakia Tel: (+421 2) 5710 7533 Fax: (421 2) 571 07585 E-mail: [email protected] In November 2010 PKP Cargo International was founded, based in Bratislava. Owned by PKP Cargo (51%) and Rail Cargo Spedition (49%), it handles its parents’ rail freight activities in Central and Eastern Europe, especially in Austria, Bulgaria, the Czech Republic, Germany, Hungary, Romania, Slovakia and Slovenia. Routes are identified by the operator linking Rotterdam with Poland and the CIS countries (Belarus), and Dresden, Nürnberg and the Baltic ports of Poland with Constanta and Instanbul. In the first phase of operations, local carriers were to realise rail transport, but PKP Cargo International plans to acquire its own licences and safety cases, and then buy up the local carriers. Among early contracts secured were the movement of steel products between Franfurt/

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 51 Oder and Bremen and between Horka, Bielawa Dolna and Bremen, and coke between Chałupki and Břeclav. Eventually PKP Cargo International intends to evolve into a joint venture of PKP Cargo and foreign partners from the logistics industry, a partnership in which it plans to be the majority shareholder. PKP Cargo will supply its subsidiary with redundant or under-utilised wagons; their repair and modernisation will be financed by the hoped-for foreign partner. In 2010 PKP Cargo announced plans to invest more than PLN 550 million (EUR 141.8 million) in locomotive modernisation, new wagons and IT equipment, and that some of this investment would be directed at PKP Cargo International. However, plans to modernise up to 600 Class ET22 electric locomotives at Newag-Gliwice appear to have been shelved due to economic conditions.

PKP Cargo Service ul Grójecka 17, PL-02-021 Warszawa Tel: (+48) 22 622 91 40 Fax: (+48) 22 628 85 04 E-mail: [email protected] ul Bolesława Czerwińskiego 6, PL-40-123 Katowice Tel: (00 48) 32 258 49 44 Website: http://pkpcs.pl/ President: Franciszek Kostrzewa Originally known as Agencje Celne PKP Cargo, this was founded as a subsidiary of PKP Cargo in February 2002 as a customs agency and was renamed in 2009. It submitted bids to tenders for providing service on industrial networks, and in December 2011 started moving coal sand for in-filling abandoned mines and industrial waste.

Diesel locomotives: 17 – SM30 (5); SM42 (11); TEM2 (1)

PKP Linia Hutnicza Szerokotorowa (PKP LHS) ul Szczebrzeska 11, PL-22-400 Zamość Tel: (+48) 84 638 62 23 Fax: (+48) 84 638 52 36 E-mail: [email protected] Website: www.lhs.com.pl President: Grażyna Kuś 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. In its early days, the LHS carried around 10 million tonnes of freight annually, falling by over 50% by 2001 with just two or three trains daily hauled by Class ST44 diesels. ST48s were used for shunting. Track conditions were deteriorating, necessitating an urgent investment of PLN 200 million. Emphasis is now being placed on expansion of the logistics centre 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 ‘Jarosław’, 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

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 52 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 freight to and from China, though unfortunately perpetuating the break of gauge on the Chinese/Russian border, rather than forcing its elimination. In 2012 10.155 million tonnes of freight were moved, 6% up on 2011’s 10.086 million tonnes, and the subsidiary had a turnover of PLN 376 million (an increase of 48% on 2011), generating a profit of PLN 42 million. The line now has between 11 and 12 pairs of freights daily, compared with seven or eight pairs in 2003. With a maximum line speed of 80 km/h, the average train speed has risen from 56 km/h in 2003 to 65 km/h. Iron ore now forms only 52.5% of all freight moved, compared with 80% in 2003, and new freight consignments include biomass and animal foodstuffs, while the amounts of gas, timber and coke transported have also risen. Investment in infrastructure in 2012 amounted to PLN 60 million, with the terminal logistics facilities at Sławków complemented by a developing site with new sidings at Wola Baranowska. There is also talk of expanding the number of passing loops and even of track doubling to increase line capacity. In 2012 the company had 1,283 employees.

Diesel locomotives: 74 – ST44Ks (32); ST44 (10); ST44Bf (2); ST40s (311Da) (17); SM48 (7); 16D (4); 401Da (2). The wagon fleet comprises 66 1,520mm gauge vehicles and 184 standard gauge

Open access railfreight operators ChemTrans Logistics (CTL Rail) CTL Rail Sp z o o Al Roździeńskiego 190B, PL-40-202 Katowice Tel: (+48) 32 239 40 10 Fax: (+48) 32 239 40 12 E-mail: [email protected] Website: www.ctl.pl/en President (CTL Logistics): Jacek Bieczek Founded in 1992 as Vector-Union, CTL Logistics is 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 2005 CTL established a depot at Mostisk in Ukraine, and was thus able to move Polish coke to steelworks in Ukraine and Romania. In summer 2011 CTL operated trains moving 15,000 tonnes of coal between Poland and the BelPol Logistics terminal near Grodno in Belarus. BelPol Logistics was founded in 2009, with CTL Logistics holding 50% of the shares. In the first half of 2013 CTL Rail moved 7.6 million tonnes of freight, 6.95% of the Polish rail freight market. This amounted to 1.7 billion tonne-km, or 7.41% of the market. 1.3 million tonnes (472 million tonne-km) of freight were moved between Poland and Germany.

Diesel locomotives: 84 – SM30 (2); SM42 (2 – CTL Express) (34); ST43 (10); ST44 (2); 401DA (3); SM48/TEM2 (17); T448p (3); S200 (4); LDH45 (1); 6Dg (1).

Electric locomotives: 72 – ET05 (4); ET13 (1); ET21 (12); ET21M (1); ET22 (10); ET182 (41); E189 (3, leased from MRCE Dispolok)

DB Schenker Rail Polska (DBSRP) ul Wolności 337, PL-41-800 Zabrze Tel: (+48) 32 2714 441 Fax: (+48) 32 2712 051 Email: [email protected] Website: www.rail.dbschenker.pl President: Christian Schreyer Originating as PCC Rail Szczakowa, one of the several ‘sand railways’ in the Katowice district carrying coal, sand and construction materials on the industrial networks of the Śląsk conurbation, the company expanded rapidly and in July 2009 was taken over by DB Schenker and was renamed DB Schenker Rail Polska (DBSRP) 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. By January 2011 DBSRP 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. This has subsequently expanded to twice-weekly. According to DBSRP in 2012 the operator moved 61 million tonnes of freight (2.7 billion tonne-km), and had a fleet of 366 locomotives and 6,198 wagons, with a workforce of 4,300. 38 industrial networks and siding complexes were served. In December 2012 an order was placed with Siemens for 23 Class 191 Vectron electrics. Deliveries of these continued in 2014, to be completed by 2015.

Diesel locomotives: 252 – 401Da (1); 409Da (1); SM31 (1); SM42 (14); M62 (5); TEM2 (62); 311D (15); 232/BR232 (22); S200 (41); Ls1000 (1); T448p (73); 260 (1); 66/JT42CWR (15)

Electric locomotives: 70 – 3E and 3E/1 (26); 181 (2); 182 (10); E189 (20); 1822 (2); 191 (inc. inactive units) (23)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 54 Dolkom Dolnośląskie Przedsiębiorstwo Napraw Infrastruktury Komunikacyjnej Dolkom sp z o o we Wrocławiu ul Hubska 6, PL-50-502 Wrocław Tel: (+48) 71 717 56 30 Fax: (+48) 71 717 51 64 E-mail: [email protected], [email protected] Website: www.dolkom.pl/ Rail infrastructure maintenance is this company’s main activity.

Diesel locomotives: 4 – Class SM03 (2); SM42 (2).

Ecco Rail ul H Sienkiewicza 27 lok 2, PL-42-500 Będzin ul Holenderska 10, PL-54-403 Wrocław Tel: (+48) 728 419 434 E-mail: [email protected] Website: www.ecco-rail.eu/ President: Monika Łupińska-Duda Based in Erfurt, Wien and Wrocław, and a newcomer to open access rail freight, Ecco Rail has as its objective ‘to be a European bridge in railway transport between the East and the West’. It has at least one locomotive, a Class 201Eu (ET22), and has operated freight services in Poland.

EuroNaft Trzebinia ul Fabryczna 22, PL-32-540 Trzebinia Tel: (+48) 24 201 02 20 Fax: (+48) 24 367 74 45 E-mail: [email protected] Website: www.euronaft-trzebinia.pl/PL/Strony/default.aspx President: Artur Borowicz

Diesel locomotives: 12 – SM30 (1): 060DA (6): T448p (4); 740 (1)

Electric locomotives: 1 – 3E/1M (1)

Freightliner Polska (Freightliner PL) ul Jasna 15, PL-00-003 Warszawa Tel: (+48) 22 648 66 55 Fax: (+48) 22 649 55 99 E-mail: [email protected] Website: www.freightliner.eu/fpl President: Konstantin Skorik 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. In 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. In June 2013 Freightliner Group acquired Netherlands- headquartered open access operator ERS Railways from Maersk Line.

Diesel locomotives: 24 – JT42CWR (Class 66/JT42CWR) (21) (on hire from Alpha Trains); 653 (1) (on hire from MRCE); 311D (2).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 55 ITL Polska (Captrain) ITL Polska sp z o o ul Krupnicza 13/103, PL-50-075 Wrocław Tel: (+48) 664 188 651 E-mail: [email protected] Website: www.captrain.pl/ President: Paweł Szczapiński ITL Polska was founded in December 2006 as a subsidiary of the German concern ITL International. Its first freight train ran on 23 April 2009. International services started up to Belarus in 2009, and on 21 January 2010 a service was operated from the Czech Republic to Brest, via Chałupki and Małaszewicze. In 2008 ITL International was acquired by SNCF Fret and ITL Polska now comes within the ambit of Captrain Deutschland. In April 2012 the latter employed 1,150 people, had 182 locomotives, 2,513 wagons and six repair works, and possessed 540 km of its own rail infrastructure. In 2011 45.5 million tonnes of freight (5.3 billion train-km) were moved.19.6% of this traffic consisted of containers, 24% of petrochemicals.

Diesel locomotives: 7 – SM42 (2); M62 (2); 311D (3).

Electric locomotives: 4 – E186 (3); E189 (1)

Kolej Bałtycka ul Stacyjna 3, PL-70-807 Szczecin Tel: (+48) 91 471 21 45 Fax: (+48) 91 471 21 44 E-mail: [email protected] Website: www.kolejbaltycka.pl/index.php President: Cezary Szczepański Licensed in 2004, Kolej Bałtycka, a subsidiary of Heavy Haul Power International, operates freight services on three routes crossing the border between Poland and Germany (Szczecin Gumieńce- Tantow, Kunowice-Frankfurt/Oder, and Gubin-Guben), and performs shunting activities on the port networks at Szczecin and Świnoujście. Overhaul and servicing of diesel locomotives and wagons is also undertaken for outside clients.

Diesel locomotives: 9 – SM30 (1); SM42 (3); S200 (1); T448p (2); TGM40 (10; Vossloh G6 (1, on test from autumn 2013

Electric locomotives: 1 – 3E/1M (1).

Koleje Czeskie Grzybowska 4, lok 3, PL-00-131 Warszawa Tel: (+48) 22 380 33 90 Fax. (+48) 22 380 33 91 E-mail: [email protected] Website: http://kolejeczeskie.pl/glowna.html President: Michal Záhora 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 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, and has worked with DB Schenker Rail Polska on freight movements to and from Belarus, Lithuania and Ukraine.

Koltar PTK Tarnów-Mościce Grupa Azoty Koltar sp z o o ul E. Kwiatkowskiego 8, PL-33-101 Tarnów Tel: (+48) 14 637 26 34 Fax: (+48) 14 637 24 58 E-mail: [email protected] Website: http://koltar.grupaazoty.com/pl/main President: Piotr Golemo The nitrogen works in Tarnów-Mościce founded a rail transport department on 1 January 2000, initially to serve its own industrial network. It has since expanded into one of the few concerns in Poland to offer major repairs to tank wagons, and to offer transport in RID-authorised tank wagons.

Diesel locomotives: 9 – 6Dg (3); Ls800 (1); M62 (2); TEM2 (3).

Lotos Kolej ul Michałki 25, PL-80-716 Gdańsk Tel: (+48) 58 308 76 55 Fax: (+48) 58 308 76 78 E-mail: [email protected] Website: www.lotos.pl/166/grupa_kapitalowa/nasze_spolki/lotos_kolej President: Henryk Gruca 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 running on PKP PLK tracks in November that year. On 1 February 2004 a regular service was started linking refineries in southern Poland with that in Gdańsk, and the first international freight working, to Germany, was realised on 20 April 2007. Lotos Kolej has been acquiring a fleet of modern electric and diesel locomotives. Lotos Kolej has more than 550 employees.

Diesel locomotives: 105 – SM30 (1); 6Dg (2); SM42 (28); Ls800 (1); 1261 (2); BR285 (10); M62 (6); SM42 (40); TEM2 (5); TRAXX DE (10).

Electric locomotives: 66 – 4E (1); 201E (1); 181 (34); 182 (12); 186/E483 (16, on hire from Railpool); 189 (1, on hire from MRCE Dispolok); 111Ed (1) (PESA Gama-Marathon, on test).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 57 Majkoltrans ul Paczkowska 26, PL-50-503 Wrocław Tel: (+48) 71 717 45 33 Fax: (+48) 71 717 45 34 E-mail: [email protected] Website: www.majkoltrans.pl/ President: Ryszard Antolak Founded on 31 May 2001 with private capital, initially to serve industrial and private networks.

Diesel locomotives: 20 – SM03 (2); SM30 (4); SM42 (8); SM48/TEM2 (2); 401Da (4)

Electric locomotives: 3 – EU07E (3)

Orlen KolTrans ul Chemików 7, PL-09-411 Płock Tel: (+48) 24 256 64 44, 24 256 64 40 Fax: (+48) 24 367 90 14 E-mail: [email protected] Website: www: www.orlenkoltrans.pl President: Jarosław Szaliński 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. In 2003 a dedicated rail subsidiary, Orlen KolTrans, was created.

Diesel locomotives: 35 – M62 (9); SM42 (4); T448p (5); TEM2 (16); 401Da (1)

Electric locomotives: 10 – 3E (1); 201E (2); E186 (5), E189 (2, on hire from MRCE Dispolok)

PCC Intermodal ul Hutnicza 16, PL-81-061 Gdynia Tel: (+48) 58 58 58 200 Fax: (+48) 58 58 58 201 E-mail: [email protected] Website: www.pccintermodal.pl Administrative Director: Dariusz Stefański 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. Its first freight train 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

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 58 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 was floated on the Warszawa stock exchange. In 2010 a rail service began from Herne, in Germany, to various logistics terminals in Poland. Terminals run by PCC Intermodal are at Krzewie (Kutno), Brzeg Dolny and Gliwice, plus Frankfurt (Oder) and Herne in Germany. The PLN 40 million first phase of the new Krzewie terminal was inaugurated in September 2011. Three further development phases are planned. So far the complex covers an area of 13,500 m², 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 serves 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 a third terminal at Sosnowiec, in the Śląsk conurbation, is under development. 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 owns some platform wagons and leases others.

PHU Lokomotiv Bronisław Plata, PL-33-386 Podegrodzie 383 Tel/Fax: (+48) 18 445 94 03 E-mail: [email protected] Website: www.lokomotiv.net.pl/firma.php Dating from 1990, this company started by providing locomotive maintenance and repair services, subsequently obtaining an open access licence. It mostly offers services on private industrial networks, and offers motive power for sale or hire.

Diesel locomotives: 42 – 409Da (1); SM30 (5); SM42 (14); M62 (2); TEM2/SM48 (11); BR231/BR232 (2); S200 (1); 401Da (6)

Electric locomotives: 5 – EU07E (2), EU07 (1), 201E (1), 140 (1)

Piasku Kotlarnia Kotlarnia ul Dębowa 3, PL-47-246 Kotlarnia Tel: (+48)77 484 8801 Fax: (+48) 484 8800 E-mail: [email protected] Website: www.kotlarnia.com.pl President: Marek Harz This was the fourth of the original ‘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.

Diesel locomotives: 19 – SM42 (1)l SM48 (18)

Electric locomotives: 5 – ET21 (5)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 59 Pol-Miedź Trans ul Marii Skłodowskiej-Curie 190, PL-59-301 Lubin Tel: (+48) 76 847 18 00 Fax: (+48) 76 847 18 09 E-mail: [email protected] Website: www.pmtrans.com.pl President: Mirosław Krutin An early entrant into the open access field, this company has a private network linking Rudna, Polkowice-Sieroszowice and Lubin, with branches serving Huty Miedzi Głogów, Huty Miedzi Legnica and Huty Miedzi Cedynia. Total network length is over 120 km. Here the main activities are the movement of copper ore between mine and smelter in the Lubin district, and the transport of copper concentrate and sand.

Diesel locomotives: 52 – 409Da (2); SM31 (2); 411D (2); 6Dg (6); SM42 (20); M62 (12); TEM2 (7); BR232 (1); T448p (2)

Electric locomotives: 12 – 3E/1M (1); 201E (1); 183 (6, ex-ZSSK); E186 (1, leased from Railpool); E483 (3, of which one leased from Railpool)

PPM-T Pomorskie Przedsiębiorstwo Mechaniczno-Torowe ul Sandomierska, PL-80-051 Gdańsk Tel/Fax: (+48) 58 721 55 78 E-mail: [email protected] Website: www.ppmt.com.pl/index.php President: Paweł Kanabaj Essentially an infrastructure maintenance company, with equipment repair and engineering facilities.

Diesel locomotives: 11 – SM03 (3); SM42 (3); M62 (5)

PRKiI Przedsiębiorstwo Robót Kolejowych i Inżynieryjnych ul Kniaziewicza 19, PL-50-950 Wrocław Tel: (+48) 71 343 74 77 Fax: (+48) 71 372 58 75 Website: www.prkii.com.pl President: Stefan Dziedziul A major infrastructure maintenance company.

Diesel locomotives: 12 – 409Da (1); 411D (1); SM42 (8); ST43 (2).

Przedsiębiorstwo Napraw Infrastruktury ul Chodakowska 100, PL-03-816 Warszawa Tel: (+48) 22 47 37 104 Fax: (+48) 22 47 37 714 E-mail: [email protected] Website: http://pni.net.pl/ President: Jerzy Jóźwik A major rail infrastructure maintenance company.

Diesel locomotives: 7 – SM03 (1); SM42 (6).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 60 PUK Kolprem Przedsiębiorstwo Usług Kolejowych Kolprem Al J Piłsudskiego 92, PL-41-308 Dąbrowa Górnicza Tel: (+48) 32 793 70 41 Fax: (+48) 32 792 72 03 E-mail: [email protected] Website: www.kolprem.pl/ Since 2000 Kolprem has operated the network serving Huty Katowice (Katowice steelworks), gaining its open access certificate in 2004, and assuming responsibility for the Kraków steelworks network in 2007. Both steelworks belong to ArcelorMittal Poland.

Diesel locomotives: 110 – SM30 (1); S400 (12); SM42 (45); M62M (5); M62 (5); TEM2 (19); BR232 (2); S200 (29); 16D (2, rebuilt TEM2 by Newag).

Electric locomotives: 2 – 3E (1); 3E/1M (1).

Rail Polska ul Willowa 8/10, lok 11, PL-00-790 Warszawa Tel: (+48) 22 646 54 67 Fax: (+48) 22 646 54 66 E-mail: [email protected] Website: www.railpolska.pl President and CEO: Timothy P Hollaway 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. 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.

Diesel locomotives: 40 – M62 (11); M62M (13); SM30 (1); SM42 (5); TEM2 (8); Ls300a (1); V200 (1); 401Da (1)

Electric locomotives: 13 – 121 (1); 201E (6); 140 (2); 183 (4);140 (2).

S&K Train Transport S&K Train Transport Sp z o o 2013 ul Bohaterów Westerplatte 9, PL-65-034 Zielona Góra Tel: (+48) 512 016 045 Fax: (+48) 453 22 33 E-mail: [email protected] Website: www.sk-train.pl/ Founded in 2009 by Piotr Kowalski and Stanisław Skawiński (hence the initials). On 3 October 2013 the UTK granted the operator its safety case, but this was subsequently withdrawn.

Diesel locomotives: 8 – SM30 (1); SM31 (1); SM42 (2); M62 (3); TGM40 (1).

Electric locomotives: 2 – 3E (1); 4E (1)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 61 Specjalny Transport Kolejowy ul. Fabryczna 10 (Budynek B2), PL-53-609 Wrocław Tel: (+48) 71 79 87 615 Fax: (+48) 71 79 87 617 E-mail: [email protected] Website: www.stk.wroc.pl President: Piotr Ignasiak Founded in 2005, this concern started out as a specialist in handling out of gauge or unusual loads, and later diversified into moving fuels and chemical products, providing shunting services at ports and industrial complexes, moving locomotives and rolling stock to and from maintenance bases and test centres, and motive power maintenance. The company was also involved in the testing programme for the ZNLE Gliwice Co-Co ‘Dragon’ prototype electric locomotive in early 2011. That year four of these machines were ordered and STK had first refusal for acquiring the prototype. The main freight route operated is between Wrocław Gądów and Gdynia Port.

Diesel locomotives: 15 – 409Da (1); SM42 (2); SM30 (2); 753 (1); T448p (4); S200 (4); M62 (1).

Electric locomotives: 20 – 130 (4); 30E1 (2); 140 (3); 181 (12); 182 (1); 183 (5); E6ACT (3).

Transchem Włocławek ulToruńska 153, PL-87-810 Włocławek Tel: (+48) 54 231 80 00 Fax: (+48) 54 236 46 25 E-mail: [email protected] Website: www.transchem.com.pl/index.php Director: Sebastian Cegliński The company has wagon fleet consisting mainly of specially designed vehicles for the transport of gas, granular products and chemicals, together with tank wagons.

Diesel locomotives: 7 – T448p (7).

Electric locomotives: 1 – E186.

Transoda ul Fabryczna 4, PL-88-101 Inowrocław Tel: (+48) 52 35 41 474 Fax: (+48) 52 35 37 104 E-mail: [email protected] Website: www.transoda.com.pl/o_firmie.php-o_nas.htm President: Piotr Kamiński 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 southeast to Częstochowa, Jarosław and Tomaszów Mazowiecki. Some have also operated 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.

Diesel locomotives: 7 – S200 (1); T448p (6)

Electric locomotives: 3 – 181 (3)

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 62 Wiskol Waldemar Sołtys, Jarosław Sołtys Spółka Jawna ul Zakładowa 19, PL-26-052 Sitkówka-Nowiny Tel/Fax: (+48) 41 366 76 41 E-mail: [email protected] Wiskol was founded in 2002 to operate rail services on the internal network of Cementownia Nowiny (cement works), subsequently taking over internal network operation for two more local concerns – Arcelor Dystrybucja and Sopro Polska. Two ex-ET276 electric locomotives were acquired in summer 2013. Open access services are operated between the Kielce district and Gdynia.

Diesel locomotives: 6 – SM42 (5); 401Da (1)

Electric locomotives: 12 – 4E (1); 201E (1).

ZIK Sandomierz ul Retmańska 11a, PL-27- 600 Sandomierz Tel: (+48) 15 832 02 79 Fax: (+48) 15 832 24 71 E-mail: [email protected] Website: www.ziksandomierz.pl/ President: Marek Leśkiewicz A rail infrastructure company dating from 1986. It obtained its open access licence in February 2005.

Diesel locomotives: 8 – SM42 (1); M62M (1); M62Y (1); M62 (2); TEM2 (2); 401Da (1).

ZPiS Spedkoks ,,SPEDKOKS” Spółka z ograniczoną odpowiedzialnością ul Koksownicza 1, PL-42-523 Dąbrowa Górnicza Tel: (+48) 32 757 54 50 Fax: (+48) 32 757 54 05 E-mail: [email protected] Website: www.spedkoks.pl/ President: Piotr Jarosz Founded in January 2000, this company is wholly owned by Jastrzębska Spółka Węglowa, the largest producer of coking coal in the EU, and provides transport services on the latter’s private rail network. It obtained its open access certificate on 25 February 2011.

Diesel locomotives: 12 – TEM2 (12)

Bydgoszcz (population 356,177) Miejskie Zakłady Komunikacyjne ul Inowrocławska 11, PL-85-153 Bydgoszcz Tel: (+48) 324 94 35 Fax: (+48) 324 94 38 Website: www.mzk.bydgoszcz.pl Director General: Paweł Czyrny

Network: 72.2 km, eight lines. Metre gauge

Fleet: 114 – Konstal 805Na (111); 805NM (1, rebuilt 2003); PESA 122N (2). 12 PESA Swing trams (122Na) to be delivered 2014 and 15 new low-floor trams to be ordered for the Fordon extension, invitation to tender expected 2014

Inaugurated in 1888, the first electrification took place in 1896. The PLN 80 million 1.75 km line to Bydgoszcz Główna station was inaugurated in November 2012. In late autumn 2013 work started on the 9.5 km, 14-stop PLN290 million line running east from the city to the eastern suburb of Fordon, with completion scheduled for 2015. The time horizon for various other projects, mainly in the southwestern suburbs, is 2030.

Częstochowa (population 234,472) MPK Częstochowa ul Niepodległości 30, PL-42-216 Częstochowa Tel: (+48) 34 377 91 00 Fax: (+48) 34 377 91 09 Website: www.mpk.czest.pl President: Roman Bolczyk

Network: 14.7 km, two lines. Standard gauge

Fleet: 53 – Konstal 105Na (46, 1975-90); Twist 129Nb (7, 2012). Plus 2 heritage trams (102Na and 4N)

Inaugurated in 1959, this is the most recent network built in Poland. A PLN80 million extension from Estakada via Błeszno to Stadion Raków (4.5 km) was inaugurated on 1 September 2012. In the same year seven new Twist trams were delivered from PESA at a cost of PLN63 million.

Elbląg (population 123,977) Zarząd Komunikacji Miejskiej Elbląg (Tramwaje Elbląskie) ul Browarna 91, PL-82-300 Elbląg Tel: (+48) 55 230 79 00 Fax: (+48) 55 230 79 01 E-mail: [email protected] Website: www.zkm.elblag.com.pl President: Bogdan Kaliński

Network: 32 km, five lines. Metre gauge

Fleet: 26 – Konstal 805Na (21, 1980)); PESA 121N (6, 2006). 15 secondhand Düwag GT6 trams acquired in 1996 were all withdrawn in April 2013. 1 Konstal N5 (heritage/ exhibition purposes).

The first tram ran in Elbing (Elbląg since 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

Gdańsk (population 460,517) Zarząd Transportu Miejskiego w Gdańsku ul Na Stoku 49, PL-80-874 Gdańsk Tel: (+48) 58 309 13 23 Fax: (+48) 58 309 13 23 Website: www.ztm.gda.pl

Network: 52.2 km, 10 lines. Standard gauge

Fleet: 122 – Konstal 105Na (32), of which Konstal 106NCh (7, modernised with low floor area by Protram of Wrocław); Alstom-Konstal NGd99 (4, 1999, first low-floor vehicles in the fleet); Bombardier NGT6 (3, 2007); N8C-NF (46, ex-Dortmund, modernised by Modertrans of Poznań with low-floor area in centre car, acquired 2009-11); PESA 120Na Swing (35, 2010/2011, all low-floor). Five heritage trams dating from between 1873 and 1977.

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. In December 2013 ZKM Gdansk invited tenders for 16 secondhand three-section, eight-axle bi-directional trams, with at least 50 seats. Deadline for submission of bids was 13 December. The operator is also expected to invite tenders soon for five new bi-directional trams, for use on the line to Chełm Witosa, on which work started in November 2013 on the 3.6 km extension to Morena, to connect with the Pomorska Kolej Metropolitana at Bretowo station. Cost is estimated at PLN261.23 million of which PLN215.31 million will be covered by EU funding, completion scheduled for 2015.

Grudziądz (population 98,438) Miejski Zakład Komunikacji Grudziądz ul Dworcowa 47, PL-86-300 Grudziądz Tel: (+48) 56 45 04 210 Fax: (+48) 56 46 59 287 E-mail: [email protected] Website: www.mzk.grudziadz.pl

Network: 18.6 km, two lines. Metre gauge

Fleet: 30 – Konstal 805Na (13); Konstal 805Nb (6); Düwag GT8 (10, secondhand ex-Mannheim1997); 1 Konstal 2N2 (heritage)

This metre gauge 18.6 km system dates from 1899, when Grudziądz was known as 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. On 1 March 2013, in connection with the upgrading of the line to Rządz, services on Line 2 were suspended and Line 1 was reinstated, with trams running from the PKP station to Tarpno.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 65 Gorzów Wielkopolski (population 124,470) Miejski Zakład Komunikacji ul Kostrzyńska 46, PL-66-400 Gorzów Wielkopolski. Tel. (+48) 95 728 78 00 Fax (+48) 95 728 78 01 E-mail: [email protected] Website: www.mzk-gorzow.com.pl

Network: 24.5 km, five lines. Standard gauge

Fleet: 38 – Konstal 105Na (17); Düwag 6EGTW (11, secondhand); Düwag 6ZGTW (9, secondhand); 1 Konstal N (heritage)

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 758,334) Miejskie Przedsiębiorstwo Komunikacyjne ul Jana Brożka 3, PL-30-347 Kraków Tel: (+48) 12 254 13 00 Fax: (+48) 12 254 14 91 E-mail: [email protected] Website: www.mpk.krakow.pl

Network: 84 km, 28 lines. Standard gauge

Fleet: 267 – Konstal 105Na (48); Bombardier NGT6 (Flexity Classic) (50); Bombardier NGT8 (Flexity Classic) (24); E1 (76, ex-Wiener Linien); MAN N8S NF (12, ex-Nürnberg); GT8S (28, ex-Düsseldorf); EU8N (27, ex-Wiener Linien); Protram 405N-Kr (1); Newag (Nivelo) 126N (1, Newag prototype, on test). 12 heritage trams dating from between 1912 and 1970

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 267 vehicles. Some assembly of the new Bombardier Flexity 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. The first project announced was a 1.4 km link between a junction near the eastern end of Lines 11 and 20 in Płaszów, on ul Lipska, and a junction on ul Wielicka with lines 6, 24 and 50 (to Kurdwanów) and Lines 3, 9, 13 and 23 (to Nowy Beizanów). The project is costed at PLN252 million, with EU funding of PLN121 million and the remainder from the city authorities. In January 2013 MPK Kraków invited tenders for 18 low-floor, articulated trams, with an option to buy 18 more. In December 2013 PESA was chosen to build 38 Twist trams at a cost of PLN358.2 million. These will be four-section vehicles, 42.8 m long (the longest trams in Poland). Deliveries are to run from January to September 2015.

Łódź (population 718,960)

Network: 291.6 km, 19 lines including 1 ‘express’ line. Metre gauge

In 1898, when the history of the vast metre gauge tramway network in Łódź began, 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. At over 30 km the line to Ozorków is currently reckoned to be

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 66 the longest interurban tramway in Europe. The two municipality-owned interurban operators, Międzygminna Komunikacja Tramwajowa and Tramwaje Podmiejskie, were both liquidated in April 2012, their fleets being taken over by Miejskie Przedsiębiorstwo Komunikacyjne (MPK) – Łódź, which is wholly owned by Łódź gmina. The last-mentioned has one subsidiary, Łódźki Tramwaj Regionalny, which operates the rebuilt express tram route. The two lengthy interurban routes are Line 46/46A between Chocianowice-IKEA (near Pabianice), Łódź, Zgierz and Ozorków, and Line 43 running west from Łódź to Konstantynów Łódzki and the village of Lutomiersk.

Miejskie Przedsiębiorstwo Komunikacyjne (MPK) – Łódź ul Tramwajowa 6, PL-90-132 Łódź Tel: (+48) 42 672 11 11 Fax: (+48) 42 672 12 09 E-mail: [email protected] Website: http://mpk.lodz.pl/ President: Krzysztofa Wąsowicza

Fleet 453 – Konstal 805Na (276); Konstal 805 Na ND (124); Konstal 805N Enika (8); (excluding Konstal 805 Elin/Konstal 805N-ML (20); Bombardier Cityrunner (Flexity Outlook) interurban (15); PESA 122N (10). trams): Ex-Międzygminna Komunikacja Tramwajowa: 35 – Konstal 803N/Konstal 102Na (7); Düwag GT8 (6); Düwag GT8N (6); Düwag GT8ZR (5); Düwag GT6 (4); Lohner GT6 (1) Düwag M6S (6). Ex-Tramwaje Podmiejskie 16 – Konstal 803N/Konstal 102Na (8); Düwag GT6 (8).

Łódźki Tramwaj Regionalny Website: www.ltr.mpk.lodz.pl Founded on 1 July 2008 as a subsidiary of MPK Łódz to operate the 28.9 km, 50-stop 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 PLN 362,310,000 project got under way to upgrade the line, EU funding amounting to PLN 181,155,000. Services are shared between the PESA Type 122N trams, 10 of which were delivered from 2008, and Bombardier Cityrunners.

Olsztyn (population 175,482) The two lines of the original metre gauge tram network in Allenstein (Olsztyn) were inaugurated in 1907 and survived until 1965. Construction of a completely new 11 km, 1,435 mm gauge, double track 600 V DC tramway by FCC Construcción of Spain started in September 2012. The route of the line is from Plac Konstytucji 3 Maja to ul Witosa (to the junction with ul Kant), with single-track branches from al Sikorskiego to Kortowo 1, with a branch running from ul Kościuszki to Plac Jedności Słowiańskiej (near the Wysoka Brama brick gateway in the old city centre). Construction cost is put at PLN 249 (PLN 497 million including trams), with PLN350 million from EU funds. In September 2012 a EUR 30 million contract was signed with Solaris Bus & Coach for 15 low-floor Traminos, to be delivered in 2014.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 67 Urząd Miasta Olsztyn Jednostka Realizująca Projekt V ul 1 Maja 3, I piętro, pok 1,3, Olsztyn Biuro Komunikacji Społecznej, Plac Jana Pawła II, PL-10-101 Olsztyn Tel: (+48) 89 527 31 11 Fax: (+48) 89 527 31 11 E-mail: [email protected] Website: www.tramwaje.olsztyn.eu

Network: (Under construction) 22 km. Standard gauge

Fleet: 15 – Solaris Traminos

Poznań (population 550,742) Miejskie Przedsiębiorstwo Komunikacyjne ul Głogowska 131/133, PL-60-244 Poznań Tel: (+48) 61 839 60 00, 61 839 60 11 Fax: (+48) 61 839 60 09 E-mail: [email protected] Website: www.mpk.poznan.pl President: Wojciech Tulibacki

Network: 190 km 21 lines (one ‘tourist’, one night-only). Standard gauge.

Fleet: 312 – Düwag GT6 (1); Düwag GT8 (43); Konstal 105N (2); Konstal 105Na (140); Moderus Alfa (40); Moderus Beta (16); Tatra RT6N1 (9); Tatra RT6 MF06 AC (1); Siemens Combino (14); Solaris Tramino S100 (1); Solaris Tramino S105P (45). 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. The 2.5 km, six-stop line (partly in tunnel) from Os Lecha to Franowo M1 shopping centre was inaugurated in August 2012. Project cost was PLN 225 million, and a PLN 208 million tram depot with capacity for 150 trams is being built at Franowo. The PLN 131 million (with PLN 55million EU funding) 2 km extension of the express line from Most Teatralny to Dworzec Zachodni (adjacent to platform 7 of Poznań Główny) opened in September 2013. There are several other projects envisaged, including: ■■ Ogrody to Aleja Polska ■■ 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).

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 68 Tramwaje Śląskie ul Inwalidzka, PL-541-506 Chorzów Tel: (+48) 32 246 60 61, 32 246 60 64, 32 246 60 65 Fax: (+48) 32 251 00 96 E-mail: [email protected] Website: www.tram-silesia.pl President: Tadeusz Freisler

Network: 200.6 km of double track, 89.2 km of single track, 23 lines. Standard gauge.

Fleet: 388 – Konstal N (2); Konstal 105N (9); Konstal 105Na (around 174); Konstal 105N-2K (8); Konstal 105N-2K (25) modernised by MPK Łódź; Konstal 105N HF 05 AC (1) modernised by Modertrans; Konstal 105N HF 11AC (45) modernised by Modertrans and MPK Łódź; Konstal 105N HF 11 AC (12 out of a batch of 30) modernised by ZUR (Zakład Usługowo Remontowy, Chorzów); Konstal 111N (6); Alstom Konstal 116Nd Citadis (17); 2012N PESA Twist (1 out of a batch of 30); SGP/Lohner E1 (25) modernised by ZUR; Düwag Pt (15), modernised by ZUR. There are also two heritage vehicles, a Konstal N and a Konstal 4ND1.

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, now being embarked upon with the rebuilding of Konstal trams by Modertrans and the acquisition of a batch of Twists from PESA. 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. Track renovation affecting over 48 km has been initiated. Including new trams, investment valued at around PLN 580 million is involved.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 69 Szczecin (population 409,211) Tramwaje Szczecińskie ul Sebastiana Klonowica 5, PL-71-241 Szczecin Tel: (+48) 91 439 40 11 Fax: (+48) 91 439 26 38 E-mail: [email protected] Website: www.ts.szczecin.pl President: Krystian Wawrzyniak Capital: PLN 81,499,500

Network: 110.8 km, 14 lines. Standard gauge

Fleet: 197 – Konstal 105N (4, 1975); Konstal 105Na (10, early to mid-1980s); Konstal 105N2k/2000/S (14); Konstal 105Ng/S (12, rebuilt 2000-01); Tatra KT4DtM (73, rebuilt 2006); Tatra T6A2D (36, rebuilt 2008); Protram 105N2k/2000/D (6); Moderus Alfa HF09 (2); Moderus Alfa HF 10AC (12); PESA 120NaS (6); PESA 120NaS2 (22). There are also 32 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. Notable is the huge quantity of ex-Berlin Tatra trams. The last of the Berlin Tatras was delivered in August 2013, with the last of the 22 PESA Swing trams arriving in April 2014. Worth PLN 151 million, this latest batch of Swings is for use on the Szczeciński Szybki Tramwaj (Szczecin Express Tramway), the first new 4 km section linking the Basen Górniczy with ul Turkusowej in the Osiedle Słoneczne (housing estate) and the hospital in Zdroje, scheduled for completion in 2014. In January 2013 the Mytoll consortium, led by Strabag, was chosen to build the line having bid PLN 165,804,008. PLN 100 million is to be provided from EU funds.

Toruń (population 204,847) Miejski Zakład Komunikacji ul Sienkiewicza 24/26, PL-87-100 Toruń Tel: (+48) 56 65 55 200, 56 65 55 204 Fax: (+48) 56 65 55 339 E-mail: [email protected] Website: http://mzk.torun.pl Director: Janusz Szymański

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. In March 2013 work formally began on a new PLN 47.7 million 1.9 km line running from Plac Teatralny to the Uniwersytet Mikołaja Kopernika campus. Forming part of Line 1, it will have five stops. The contractor is Budimex, and completion was scheduled for summer 2014. An extension to Szosie Bydgoskiej has also been proposed. 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. In December 2013 MZK Toruń awarded PESA a PLN 92.5 million contract for 12 Swing trams – six three-section and six five-section. Deliveries are to be completed

Warszawa (population 1,711,324) Metro Metro Warszawskie ul Wilczy Dół 5, PL-02-798 Warszawa Tel.: (+48) 22 655 40 00, 22 643 63 79, 22 643 93 69 Fax: (+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 (24 cab cars + 8 intermediate cars in 1994, then 2 cab cars + 16 intermediate cars 1997); Alstom Metropolis (108 cars, 1998-2005); Metrovagonmash (14 intermediate Class 81 cars, 2007 and 16 intermediate cars, 2008). The Class 81 Metrovagonmash stock is formed into 22 six-car trains, the Alstom stock forms 18 six-car trains. On an average weekday 32 six-car trains are required to maintain services. In February 2011 a Siemens/Newag consortium was awarded a PLN1.69 billion contract for 210 cars, to be formed into 35 six-car trains. This was Siemens’ first order for stock of the Inspiro metro train family. 15 of the new trains, designated Type INSP 6-66-4-750-CAB-WAW, will be used to boost capacity on Line 1, with the remainder for Line 2. The first train entered commercial service on 6 October 2013.

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. Line 1 is electrified at 750 V DC, third rail. The system is used by some 140 million passengers annually, the average on a weekday being 558,000. On weekdays train headways vary between three and 10 minutes. The workforce is around 1,500. In 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 PLN 2.95 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 use of TBMs resulted 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). Tunnelling, using TBMs, started in mid-May 2012 and was completed on 27 November 2013. Inauguration of this section of line is now scheduled for autumn 2014.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 71 Warszawa Tramways Tramwaje Warszawskie Kancelaria Zarządu Spółki, ul. Siedmiogrodzka 20, PL-01-232 Warszawa Tel: (+48) 22 534 43 30 E-mail: [email protected]; [email protected] Website: www.tw.waw.pl President: Krzysztof Karos

Network: Approximately 239 km of track in use for passenger services, 33.6 km used for operational purposes only. 27 lines. Standard gauge.

Fleet: 765 – Konstal 105N (2); Konstal 105Na (281); Konstal 105Nb (5); Konstal 105Ne (22); Konstal 105Nf (44); Konstal 105Nm (14); Konstal 105Ni (2); Konstal 105N2k (70); Konstal 105N2k/2000 (62); Konstal 105Nz (2); Konstal 112N (1); Konstal 116N (1); Konstal 116Na (2); Konstal 116Na/1 (26); PESA 120N (15); PESA 120Na Swing (180); PESA 120Na Duo (6); FPS Cegielski 123N (30).

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 was 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. The latest stretch of new line inaugurated was Line 2 in January 2013, from Metro Młociny (terminus of tramway Lines 17 and 33 and Line 1 of the metro, and a stop on tramway Line 6) on the left bank to Zajezdnia Zoliborz, Most Północny, Swiderska and Stare Świdry, on the right bank of the Wisła. Significant fleet replacement has been realised in recent years through a massive contract for Class 120Na Swing trams (deliveries ran from May 2010 until November 2013). On 21 March 2013 PESA was awarded a PLN 380,088,552 contract for 45 bi-directional trams, deliveries to start in 2014. These vehicles are branded Jazz Duo by PESA (and not to be confused with the bi-directional Swing Duos, already in service). The latest order is for 30 low-floor trams, PESA bidding PLN 185,439,657. Deliveries are to run from the first quarter of 2015 until 30 September 2015. Notably these trams will be equipped with an on-board energy storage system enabling catenary-free operation, and two trams will be specially equipped for driver training, eliminating the need for special trams for this purpose.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 72 Wrocław (population 631,188) Miejskie Przedsiębiorstwo Komunikacyjne ul B Prusa 75-79, PL-50-316 Wrocław Tel: (+48) 71 325 08 01 Fax: (+48) 71 325 08 02 E-mail: [email protected] Website: www.mpk.wroc.pl President: Władysław Smyk

Network: 84 km, 22 lines. Standard gauge.

Fleet: 225 – Konstal 105Na (90, 1975-91); Konstal 105NWr (84, rebuilt Protram 2004-09); Konstal-Protram 105NWrAs (1); 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. However, the main focus in recent years has been on rejuvenating the tram fleet. In July 2013 MPK Wrocław announced plans to invite tenders for 25 new trams, with EU financing of PLN96 million.

THE RAIL MARKET IN POLAND 2014 Brooks Events Ltd©2014 73 Brooks Reports Tel: +44 (0)1727 814400 Romeland House, Romeland Hill Fax: +44 (0)1727 814492 St Albans, Herts Email: [email protected] AL3 4ET United Kingdom www.brooksreports.com

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