#kolej — Public Fediverse posts
Live and recent posts from across the Fediverse tagged #kolej, aggregated by home.social.
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https://www.europesays.com/pl/565146/ Łódź – Warszawa: Wyniki PKP Intercity wreszcie lepsze niż przed pandemią #frekwencja #FrekwencjaWPociągach #Intercity #Kolej #KolejeMazowieckie #Linia17 #Liniałódzka #LiniaNr1 #Łódź #pandemia #PKP #PKPIntercity #PL #Poland #Polish #Polska #Polski #PrzewozyRegionalne #RozkładyJazdyPKP #RynekKolejowy #WynikiPrzewozowe
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Additionally, two more lines were added to the list of what Lower Silesia intends to reactivate - Chocianów-Przemków-Niegosławice I already knew about, though the proposal that the Lubusz Voivodeship take over running it came as a surprise. Then there's Lwówek Śląski-Zebrzydowa. Which is currently mostly running as a freight line serving a mineral mine, so that makes sense.
What is interesting about this corner is that the authors explicitly cited the newly-conceived line U17 Jelenia Góra-Węgliniec-Zebrzydowa-Żagań-Żary-Zielona Góra-Kostrzyn-Szczecin (4h) as an example of optimizations made by using the Passenger Transport Model, which led to the route being drawn via Gryfów, Lubań and Węgliniec instead of the to-be-restored direct route via Lwówek. Which also added two direction changes but with multiple units that's not a problem at all (stares at Polish layover times with a direction change involved with a dubious expression).A north-south line that doesn't turn east with the Oder is not a bad idea, I just wonder about the execution with this route.
13/
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Additionally, two more lines were added to the list of what Lower Silesia intends to reactivate - Chocianów-Przemków-Niegosławice I already knew about, though the proposal that the Lubusz Voivodeship take over running it came as a surprise. Then there's Lwówek Śląski-Zebrzydowa. Which is currently mostly running as a freight line serving a mineral mine, so that makes sense.
What is interesting about this corner is that the authors explicitly cited the newly-conceived line U17 Jelenia Góra-Węgliniec-Zebrzydowa-Żagań-Żary-Zielona Góra-Kostrzyn-Szczecin (4h) as an example of optimizations made by using the Passenger Transport Model, which led to the route being drawn via Gryfów, Lubań and Węgliniec instead of the to-be-restored direct route via Lwówek. Which also added two direction changes but with multiple units that's not a problem at all (stares at Polish layover times with a direction change involved with a dubious expression).A north-south line that doesn't turn east with the Oder is not a bad idea, I just wonder about the execution with this route.
13/
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In the south-west, a new 2h long-distance route P18 Wrocław-Kluczbork-Częstochowa(-Kielce-Radom-Lublin with every other train) will bring back qualified trains to Namysłów, and together with hourly KD regionals, provide a strong service between Wrocław and the town of 20k. These trains, and also the existing trains towards Łódź and Warsaw via Ostrów Wielkopolski and Kalisz have been rerouted via the new HSL, a very necessary measure to make room in the Wrocław node for local traffic (one of the greatest issues with Wrocław Główny today is that trains in the north-eastern direction have to first go west and make a run around town, sharing significant trackage with trains towards Poznań, Zielona Góra, Szczecin, Berlin, Węgliniec, Zgorzelec and Jelenia Góra).
Farther out, the Kłodzko line is seeing state-supported trains replaced with voivodeship ones with the Baltic Express rerouting (but as we've already noted, this is now significantly less likely to actually happen), while every other Warsaw-Opole train gets extended to Kłodzko via Nysa.12/
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In the south-west, a new 2h long-distance route P18 Wrocław-Kluczbork-Częstochowa(-Kielce-Radom-Lublin with every other train) will bring back qualified trains to Namysłów, and together with hourly KD regionals, provide a strong service between Wrocław and the town of 20k. These trains, and also the existing trains towards Łódź and Warsaw via Ostrów Wielkopolski and Kalisz have been rerouted via the new HSL, a very necessary measure to make room in the Wrocław node for local traffic (one of the greatest issues with Wrocław Główny today is that trains in the north-eastern direction have to first go west and make a run around town, sharing significant trackage with trains towards Poznań, Zielona Góra, Szczecin, Berlin, Węgliniec, Zgorzelec and Jelenia Góra).
Farther out, the Kłodzko line is seeing state-supported trains replaced with voivodeship ones with the Baltic Express rerouting (but as we've already noted, this is now significantly less likely to actually happen), while every other Warsaw-Opole train gets extended to Kłodzko via Nysa.12/
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Wczorajszy wypad rowerowy przebiegał pod liniami kolejowymi.
Pierwsza fotka to przywracana częściowo do życia linia kolejowa 281 Oleśnica – Chojnice, AFAIK złapany na zdjęciu fragment tuż przed Więcborkiem na razie nie będzie uruchamiany.
Pozostałe trzy zdjęcia to elementy nieistniejącej już linii 240 Świecie nad Wisłą – Złotów:
- pierwsze z nich to wiadukt nad polną drogą z Wituni w stronę Nowego Dworu
- na drugim jest kolejowy most nad szosą Więcbork – Nowy Dwór, ale po przebudowie szosa idzie obok, w miejscu wyciętym w dawnym nasypie, a pod niepotrzebnym mostem stoi stół z ławkami otoczony potłuczonymi butelkami
- trzecie zrobiłem na polnej drodze między jeziorami Modla i Ostrowo, tuż za miejscowością Dwanaście Apostołów -
Wczorajszy wypad rowerowy przebiegał pod liniami kolejowymi.
Pierwsza fotka to przywracana częściowo do życia linia kolejowa 281 Oleśnica – Chojnice, AFAIK złapany na zdjęciu fragment tuż przed Więcborkiem na razie nie będzie uruchamiany.
Pozostałe trzy zdjęcia to elementy nieistniejącej już linii 240 Świecie nad Wisłą – Złotów:
- pierwsze z nich to wiadukt nad polną drogą z Wituni w stronę Nowego Dworu
- na drugim jest kolejowy most nad szosą Więcbork – Nowy Dwór, ale po przebudowie szosa idzie obok, w miejscu wyciętym w dawnym nasypie, a pod niepotrzebnym mostem stoi stół z ławkami otoczony potłuczonymi butelkami
- trzecie zrobiłem na polnej drodze między jeziorami Modla i Ostrowo, tuż za miejscowością Dwanaście Apostołów -
https://www.europesays.com/pl/557530/ PESA Bydgoszczy dostarczy najdłuższe tramwaje w Polsce. Do Gdańska #Bydgoszcz #GAiT #GdańskieAutobusyITramwaje #Intercity #Kolej #KolejeMazowieckie #kpo #Pesa #PesaBydgoszcz #PesaTwist30 #PKP #PL #Poland #Polish #Polska #Polski #PrzewozyRegionalne #RozkładyJazdyPKP #RynekKolejowy #Tramwaje40Metrowe #TramwajeWGdańsku
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Indeed, I think Łódź Voivodeship was one of the parts most affected by the changes to the project. In other things, connections north from Łódź were increased with a second 2h line P31 Kraków-Bydgoszcz joining and creating a pair with the previously proposed P11 Bielsko-Biała-Gdynia, and a formalized Flisak route U47 Łódź-Płock-Rypin-Grudziądz-Malbork-Gdynia with a 4h takt. Combined with hourly regionals to Kutno (increasing to half-hourly in peak), I think the single-track line should be able to handle it with the planned extra double-track sections.
The other remaining big change is the creation of "capacity reservations for possible connections of a regional character" on the high-speed line, running from Kalisz to Sieradz on the old line, then onto the HSL, through Łódź, and splitting off after Brzeziny and alternating between Skierniewice and Łowicz, two major towns on the border with the Mazovian voivodeship. Interestingly enough, the new map shows a new HSL station just for these "tentative" trains in Wodzierady (a village which, despite the impression created by the schematic map, is actually closer to Szadek than Zduńska Wola).I'm sure the government thinks this is a good opportunity to win over some PiS voters, but they're not going to get the credit for putting it on a map… They ought to be praying they're in power by the time it's time for the ribbon-cutting.
11/
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Indeed, I think Łódź Voivodeship was one of the parts most affected by the changes to the project. In other things, connections north from Łódź were increased with a second 2h line P31 Kraków-Bydgoszcz joining and creating a pair with the previously proposed P11 Bielsko-Biała-Gdynia, and a formalized Flisak route U47 Łódź-Płock-Rypin-Grudziądz-Malbork-Gdynia with a 4h takt. Combined with hourly regionals to Kutno (increasing to half-hourly in peak), I think the single-track line should be able to handle it with the planned extra double-track sections.
The other remaining big change is the creation of "capacity reservations for possible connections of a regional character" on the high-speed line, running from Kalisz to Sieradz on the old line, then onto the HSL, through Łódź, and splitting off after Brzeziny and alternating between Skierniewice and Łowicz, two major towns on the border with the Mazovian voivodeship. Interestingly enough, the new map shows a new HSL station just for these "tentative" trains in Wodzierady (a village which, despite the impression created by the schematic map, is actually closer to Szadek than Zduńska Wola).I'm sure the government thinks this is a good opportunity to win over some PiS voters, but they're not going to get the credit for putting it on a map… They ought to be praying they're in power by the time it's time for the ribbon-cutting.
11/
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WARS wciąż prowadzi sprzedaż przy pomocy, cytuję za komunikatem, „wózka mobilnego”.
Good for them. Można by pomyśleć, że to masło maślane, bo przecież „wózek stacjonarny” nie istnieje, ale np. mój pracodawca często ładuje mi na pokład szrot, który na takie miano zasługuje xD
#kolej #PKP #pociągi #samoloty #lotnictwo -
WARS wciąż prowadzi sprzedaż przy pomocy, cytuję za komunikatem, „wózka mobilnego”.
Good for them. Można by pomyśleć, że to masło maślane, bo przecież „wózek stacjonarny” nie istnieje, ale np. mój pracodawca często ładuje mi na pokład szrot, który na takie miano zasługuje xD
#kolej #PKP #pociągi #samoloty #lotnictwo -
There's two snags that will need clearing here, as far as I can see - one is tariff integration between the long-distance trains and regionals, so they can act as a fairly regular intertown service together - this is something the government is considering, in a form comparable with the German model (select sections of longer routes synchronized with regional Takts and accepting regional tickets). The other - with all the trains pulling into Zduńska Wola station, which has only three platform tracks and connections to the Coal Trunk on in both directions on the same side, it will see double the passenger traffic it has now, even accounting for Wrocław trains replaced with HSR. In addition to the north-south trains mentioned before and an addition of rapid regionals Łódź-Sieradz, there would a remaining bihourly Warsaw-Łódź-Wrocław service, which in this iteration was rerouted between Skierniewice and Zduńska Wola via the planned "Y" HSL, while the route via Pabianice and Łask would be taken by a 2h Lublin-Szczecin service, rerouted via Radom, Łódź and Kalisz and extended to Szczecin from Poznań.
Now, I'm no expert on capacity improvements, but I feel like with this maneuver, while there'll be more room for ŁKA locals on the "old" exits from Łódź, fitting these north-south trains between the dominant east-west traffic in Zduńska Wola in a coherent way is going to pose some difficulty without a bit of expansion.
10/
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There's two snags that will need clearing here, as far as I can see - one is tariff integration between the long-distance trains and regionals, so they can act as a fairly regular intertown service together - this is something the government is considering, in a form comparable with the German model (select sections of longer routes synchronized with regional Takts and accepting regional tickets). The other - with all the trains pulling into Zduńska Wola station, which has only three platform tracks and connections to the Coal Trunk on in both directions on the same side, it will see double the passenger traffic it has now, even accounting for Wrocław trains replaced with HSR. In addition to the north-south trains mentioned before and an addition of rapid regionals Łódź-Sieradz, there would a remaining bihourly Warsaw-Łódź-Wrocław service, which in this iteration was rerouted between Skierniewice and Zduńska Wola via the planned "Y" HSL, while the route via Pabianice and Łask would be taken by a 2h Lublin-Szczecin service, rerouted via Radom, Łódź and Kalisz and extended to Szczecin from Poznań.
Now, I'm no expert on capacity improvements, but I feel like with this maneuver, while there'll be more room for ŁKA locals on the "old" exits from Łódź, fitting these north-south trains between the dominant east-west traffic in Zduńska Wola in a coherent way is going to pose some difficulty without a bit of expansion.
10/
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The north-south axis there, the Coal Trunk Line, would also be integrated into the long-distance network, with two 4h U (supplemental) lines, the U30 Katowice-Kłobuck-Zduńska Wola-Inowrocław-Bydgoszcz-Czersk-Kościerzyna-Gdańsk Port Lotniczy-Gdańsk Wrzeszcz-Gdynia (the new Flisak, in a way, and something that would let you experience almost all of the line by day - I'm not sure they'll get 4 pairs running by 2035, but 2 might be reachable, more on this when we get to Pomerania) and the U31 Kielce-Częstochowa-Zduńska Wola-Konin-Poznań.
This is even more sparsely populated land, a bit over a hundred kilometers of line for maybe 200k people at most - but the line is already there, and the platforms have not been ripped up, so a service with older vehicles could be set up relatively cheaply. And we're pretty good at building platforms anyway, so rebuilding them to modern standards should not be an issue, anyway.
The regional service is shaped by the lower density and the fact that in Poddębice, the biggest town between Zduńska Wola and the main western trunk line, it'd be very hard for rail to become competitive with road transport towards Łódź:
- the aforementioned Ł8 (2h) Kępno-Chorzew-Zduńska Wola-Łódź
and two 4h lines to connect the Poddębice section
- Ł81 (4h) Ponętów-Poddębice-Zduńska Wola-rapid to Łódź Kaliska-Łódź Chojny-Łódź Widzew
- Ł82 (4h) Koło-Ponętów-Poddębice-Zduńska Wola-Chorzew Siemkowice-(alternating between Częstochowa and… Katowice)
South of Chorzew, aside from the national U lines and the couple Ł82s, there would be bihourly Silesian trains for Częstochowa and Katowice via Kłobuck - a simple, workable concept.9/
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The north-south axis there, the Coal Trunk Line, would also be integrated into the long-distance network, with two 4h U (supplemental) lines, the U30 Katowice-Kłobuck-Zduńska Wola-Inowrocław-Bydgoszcz-Czersk-Kościerzyna-Gdańsk Port Lotniczy-Gdańsk Wrzeszcz-Gdynia (the new Flisak, in a way, and something that would let you experience almost all of the line by day - I'm not sure they'll get 4 pairs running by 2035, but 2 might be reachable, more on this when we get to Pomerania) and the U31 Kielce-Częstochowa-Zduńska Wola-Konin-Poznań.
This is even more sparsely populated land, a bit over a hundred kilometers of line for maybe 200k people at most - but the line is already there, and the platforms have not been ripped up, so a service with older vehicles could be set up relatively cheaply. And we're pretty good at building platforms anyway, so rebuilding them to modern standards should not be an issue, anyway.
The regional service is shaped by the lower density and the fact that in Poddębice, the biggest town between Zduńska Wola and the main western trunk line, it'd be very hard for rail to become competitive with road transport towards Łódź:
- the aforementioned Ł8 (2h) Kępno-Chorzew-Zduńska Wola-Łódź
and two 4h lines to connect the Poddębice section
- Ł81 (4h) Ponętów-Poddębice-Zduńska Wola-rapid to Łódź Kaliska-Łódź Chojny-Łódź Widzew
- Ł82 (4h) Koło-Ponętów-Poddębice-Zduńska Wola-Chorzew Siemkowice-(alternating between Częstochowa and… Katowice)
South of Chorzew, aside from the national U lines and the couple Ł82s, there would be bihourly Silesian trains for Częstochowa and Katowice via Kłobuck - a simple, workable concept.9/
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Ej, a kupił już ktoś bilet za te PKPowskie żappsy? xd
Jestem bardzo sceptyczny wobec wszelkich programów lojalnościowych, ale w tym przypadku wydaje mi się, że może faktycznie będę miał z tego jakąś korzyść, bo dwuletni termin ważności punktów jest całkiem spoko — jeżdżę kilka razy w miesiącu, więc chociaż jeden gratisowy bilet na pół roku może z tego wyjść.
#PKP #PIC #PKPInterCity #kolej #pociągi -
Ej, a kupił już ktoś bilet za te PKPowskie żappsy? xd
Jestem bardzo sceptyczny wobec wszelkich programów lojalnościowych, ale w tym przypadku wydaje mi się, że może faktycznie będę miał z tego jakąś korzyść, bo dwuletni termin ważności punktów jest całkiem spoko — jeżdżę kilka razy w miesiącu, więc chociaż jeden gratisowy bilet na pół roku może z tego wyjść.
#PKP #PIC #PKPInterCity #kolej #pociągi -
So the week ended up being tougher than I expected, but back to Polentakt hype:
The construction of a Bełchatów-Chorzew Siemkowice-Wieluń line was already envisioned in the previous iteration - now, however, it's planned to get long-distance trains as the 2h line P15 Terespol-Wrocław get rerouted through there. Smart - a connection to Warsaw and Wrocław in around 2 hours can do something for the area, an "inner periphery", now even more peripheralized since the new expressway diverted the main Wrocław-Warsaw road far to the north, via Sieradz. And we really gotta figure out what to do with Bełchatów.
As for regionals, the goal is three lines with a train every hour between Wieluń and Chorzew and three out of four hours between Chorzew and Piotrków. Wieluń gets more trains because trains connecting Łódź to the south-west corner of the voivodeship with Wieruszów, and beyond the border also the Turmbahnhof Kępno, would go through there, also forming the main service on the Zduńska Wola-Chorzew section of the Coal Trunk Line currently covered by trains for Częstochowa. Perhaps another hint to a projected draw of Wieluń might be the presence of Wielton, one of Europe's biggest semi-trailer builders.(regional line routes in alt text)
8/
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So the week ended up being tougher than I expected, but back to Polentakt hype:
The construction of a Bełchatów-Chorzew Siemkowice-Wieluń line was already envisioned in the previous iteration - now, however, it's planned to get long-distance trains as the 2h line P15 Terespol-Wrocław get rerouted through there. Smart - a connection to Warsaw and Wrocław in around 2 hours can do something for the area, an "inner periphery", now even more peripheralized since the new expressway diverted the main Wrocław-Warsaw road far to the north, via Sieradz. And we really gotta figure out what to do with Bełchatów.
As for regionals, the goal is three lines with a train every hour between Wieluń and Chorzew and three out of four hours between Chorzew and Piotrków. Wieluń gets more trains because trains connecting Łódź to the south-west corner of the voivodeship with Wieruszów, and beyond the border also the Turmbahnhof Kępno, would go through there, also forming the main service on the Zduńska Wola-Chorzew section of the Coal Trunk Line currently covered by trains for Częstochowa. Perhaps another hint to a projected draw of Wieluń might be the presence of Wielton, one of Europe's biggest semi-trailer builders.(regional line routes in alt text)
8/
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Zaletą Warszawy Centralnej jest to, że jak pociąg ma chwilę postoju, to można rozprostować nogi bez przedzierania się przez tłum pośpiesznych palaczy. Choć świeżym powietrzem to to niekoniecznie jest.
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Zaletą Warszawy Centralnej jest to, że jak pociąg ma chwilę postoju, to można rozprostować nogi bez przedzierania się przez tłum pośpiesznych palaczy. Choć świeżym powietrzem to to niekoniecznie jest.
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#Poznań. Podhalanin jest opóźniony, jak co dzień. Dziś ogłoszono honorowanie biletów w Meduzie (regio) do Świnoujścia. Jestem przekonany, że ludzie czekający na ten pociąg są zachwyceni, a w tym R jest dużo miejsca dla dodatkowych podróżnych.
Meduza to ten najwolniejszy rodzaj R, co zatrzymuje się wszędzie, w tym dwa razy w Szczecinach.
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#Poznań. Podhalanin jest opóźniony, jak co dzień. Dziś ogłoszono honorowanie biletów w Meduzie (regio) do Świnoujścia. Jestem przekonany, że ludzie czekający na ten pociąg są zachwyceni, a w tym R jest dużo miejsca dla dodatkowych podróżnych.
Meduza to ten najwolniejszy rodzaj R, co zatrzymuje się wszędzie, w tym dwa razy w Szczecinach.
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Są osoby, które krytykują plan wprowadzenia ruchu pasażerskiego na obwodnicy towarowej Poznania.
Cóż, ja definitywnie chcę przejechać pociągiem tę estakadę. Według internetów: 2 km długości, 10–15 m nad ziemią.
Definitywnie też, w żadnym wypadku, nie chcę przechodzić tą kładką.
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Są osoby, które krytykują plan wprowadzenia ruchu pasażerskiego na obwodnicy towarowej Poznania.
Cóż, ja definitywnie chcę przejechać pociągiem tę estakadę. Według internetów: 2 km długości, 10–15 m nad ziemią.
Definitywnie też, w żadnym wypadku, nie chcę przechodzić tą kładką.
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Są osoby, które krytykują plan wprowadzenia ruchu pasażerskiego na obwodnicy towarowej Poznania.
Cóż, ja definitywnie chcę przejechać pociągiem tę estakadę. Według internetów: 2 km długości, 10–15 m nad ziemią.
Definitywnie też, w żadnym wypadku, nie chcę przechodzić tą kładką.
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Są osoby, które krytykują plan wprowadzenia ruchu pasażerskiego na obwodnicy towarowej Poznania.
Cóż, ja definitywnie chcę przejechać pociągiem tę estakadę. Według internetów: 2 km długości, 10–15 m nad ziemią.
Definitywnie też, w żadnym wypadku, nie chcę przechodzić tą kładką.
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Są osoby, które krytykują plan wprowadzenia ruchu pasażerskiego na obwodnicy towarowej Poznania.
Cóż, ja definitywnie chcę przejechać pociągiem tę estakadę. Według internetów: 2 km długości, 10–15 m nad ziemią.
Definitywnie też, w żadnym wypadku, nie chcę przechodzić tą kładką.
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Backing up towards the center of the country for a bit, the previous iteration envisioned using the CMK (Central Trunk Line, the soon-to-be-signalled for 250 km/h line connecting Warsaw with Katowice and Kraków) as a dedicated high-speed line, with only one train every 4 hours stopping at the stations in Włoszczowa and Opoczno, a ghastly echo of the old "liberal" (in Karol Trammer's classification) vision where HSLs are for non-stop trains only and people in nearby towns can get screwed. This vision was walked back relatively quickly as the KO-led government promised the construction of a new station near Biała Rawska, having realized it would build up the area as a Warsaw commuter town really, really well. Now, projected non-stop trains from Warsaw to the southern metropolises have been reduced from 4 every hour (2 each way) to 3.5 per hour (2 towards Kraków, 1.5 towards Katowice) to leave room for an hourly stopping train to Warsaw, alternating between the two branches on the other end, and also using a newly prioritized connection from the CMK to "the new airport" (as the central point of the whole project is now called for some reason) for a direct connection there. In Warsaw, they would terminate at Main Station, the former post-war western terminus on Towarowa (Freight Street) pressed into service when works at West Station reduced through-running capacity a few years ago (not to be mistaken for Central Station!). Also added were a direct bihourly connection between Warsaw and Opole (replacing the cuurent serivce of some Pendolinos and EICs that go there as this is the fastest way to Wrocław until the Y gets built), or the aforementioned U41. It's a profile much closer to how it runs today, only faster, and that's respectful of its somewhat unusual character, I feel. It might not be a walk in the park to execute, but it should be worth it.
7/
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Backing up towards the center of the country for a bit, the previous iteration envisioned using the CMK (Central Trunk Line, the soon-to-be-signalled for 250 km/h line connecting Warsaw with Katowice and Kraków) as a dedicated high-speed line, with only one train every 4 hours stopping at the stations in Włoszczowa and Opoczno, a ghastly echo of the old "liberal" (in Karol Trammer's classification) vision where HSLs are for non-stop trains only and people in nearby towns can get screwed. This vision was walked back relatively quickly as the KO-led government promised the construction of a new station near Biała Rawska, having realized it would build up the area as a Warsaw commuter town really, really well. Now, projected non-stop trains from Warsaw to the southern metropolises have been reduced from 4 every hour (2 each way) to 3.5 per hour (2 towards Kraków, 1.5 towards Katowice) to leave room for an hourly stopping train to Warsaw, alternating between the two branches on the other end, and also using a newly prioritized connection from the CMK to "the new airport" (as the central point of the whole project is now called for some reason) for a direct connection there. In Warsaw, they would terminate at Main Station, the former post-war western terminus on Towarowa (Freight Street) pressed into service when works at West Station reduced through-running capacity a few years ago (not to be mistaken for Central Station!). Also added were a direct bihourly connection between Warsaw and Opole (replacing the cuurent serivce of some Pendolinos and EICs that go there as this is the fastest way to Wrocław until the Y gets built), or the aforementioned U41. It's a profile much closer to how it runs today, only faster, and that's respectful of its somewhat unusual character, I feel. It might not be a walk in the park to execute, but it should be worth it.
7/
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Would love to see the day there are regular Hrubieszów-Zamość-Bełżec-Hrebenne-Horyniec-Lubaczów-Jarosław trains, too, that part's ridiculous currently (as Jon can attest)
6/
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Would love to see the day there are regular Hrubieszów-Zamość-Bełżec-Hrebenne-Horyniec-Lubaczów-Jarosław trains, too, that part's ridiculous currently (as Jon can attest)
6/
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Podlachia is pretty much in line with what was already there, in reality or in plans, but the *south*-east saw a notable rearrangement with the main Lublin-Kraków connection being rerouted from the current Radom-Kielce route via Tarnobrzeg and the manufacturing town of Mielec (known for planes and, in public transport circles, passenger info systems), a significant improvement from the network building perspective. The new bihourly line P20 would continue through Katowice onto the Sudety trunk and reach Jelenia Góra, with every other train running a section from Hrubieszów Miasto via Zamość and Biłgoraj, the route of Mielec's only current long-distance connection, the Hetman, which the previous plans merely expanded into a 2h line. One pair would be routed to Wrocław, a relation apparently more important than many realize (all relations between the big cities of the south seem to be much more important than anyone in Warsaw realizes) based on the outcry after the Hetman, originally routed across the south and all the way to Zielona Góra via Żary, was unceremoniously shortened to Kraków, subjecting people from the region to much stress over whether they would make the change.
Other changes in Subcarpathia include line 54 Warsaw-Sandomierz-Rzeszów-Przemyśl being upgraded to Express category and carrying a section for Krosno and Sanok with every other train, and a brand-new line U41 that would connect Rzeszów with Łódź via Stalowa Wola, the currently freight-only line via Staszów to Kielce (that's going to need some serious work to bring back up to passenger-carrying standards, but I'm confident we can do a reasonable job of it quickly), and the CMK. Subcarpathia is not too keen on the latter, it was raised as something of a 'nice-to-have' by the Holy Cross Voivodeship, but it does the advantage of already being electrified throughout, making it runnable, at least provisionally, with whatever old stock PKPIC has in store
5/
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Podlachia is pretty much in line with what was already there, in reality or in plans, but the *south*-east saw a notable rearrangement with the main Lublin-Kraków connection being rerouted from the current Radom-Kielce route via Tarnobrzeg and the manufacturing town of Mielec (known for planes and, in public transport circles, passenger info systems), a significant improvement from the network building perspective. The new bihourly line P20 would continue through Katowice onto the Sudety trunk and reach Jelenia Góra, with every other train running a section from Hrubieszów Miasto via Zamość and Biłgoraj, the route of Mielec's only current long-distance connection, the Hetman, which the previous plans merely expanded into a 2h line. One pair would be routed to Wrocław, a relation apparently more important than many realize (all relations between the big cities of the south seem to be much more important than anyone in Warsaw realizes) based on the outcry after the Hetman, originally routed across the south and all the way to Zielona Góra via Żary, was unceremoniously shortened to Kraków, subjecting people from the region to much stress over whether they would make the change.
Other changes in Subcarpathia include line 54 Warsaw-Sandomierz-Rzeszów-Przemyśl being upgraded to Express category and carrying a section for Krosno and Sanok with every other train, and a brand-new line U41 that would connect Rzeszów with Łódź via Stalowa Wola, the currently freight-only line via Staszów to Kielce (that's going to need some serious work to bring back up to passenger-carrying standards, but I'm confident we can do a reasonable job of it quickly), and the CMK. Subcarpathia is not too keen on the latter, it was raised as something of a 'nice-to-have' by the Holy Cross Voivodeship, but it does the advantage of already being electrified throughout, making it runnable, at least provisionally, with whatever old stock PKPIC has in store
5/
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Moving back to HRJ, there is one detail I don't think was included in the report - the government is finally promising timetable normalcy! The number of timetable periods is to be decreased step-by-step until only two remain, starting in Decmeber and June. Already next year, there are supposed to be 4 timetable periods instead of the usual 5: https://www.rynek-kolejowy.pl/wiadomosci/horyzontalny-rozklad-jazdy-takt-przewidywalnosc-i-latwe-przesiadki-153477.html
#kolej #rail #PKP #PLK #bahnbubble #Fahrplan2027 #timetable #Timetable2027
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Moving back to HRJ, there is one detail I don't think was included in the report - the government is finally promising timetable normalcy! The number of timetable periods is to be decreased step-by-step until only two remain, starting in Decmeber and June. Already next year, there are supposed to be 4 timetable periods instead of the usual 5: https://www.rynek-kolejowy.pl/wiadomosci/horyzontalny-rozklad-jazdy-takt-przewidywalnosc-i-latwe-przesiadki-153477.html
#kolej #rail #PKP #PLK #bahnbubble #Fahrplan2027 #timetable #Timetable2027
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Sticking with the Tricity, the last of the new Impuls 2 EMUs for SKMT should be underway soon - the company apparently took the unorthodox step of deploying drivers to pick them up from Nowy Sącz across the country… by bicycle: https://www.rynek-kolejowy.pl/wiadomosci/newag-wkrotce-odbior-ostatnich-impulsow-dla-pkp-skm-trojmiasto-153499.html
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Sticking with the Tricity, the last of the new Impuls 2 EMUs for SKMT should be underway soon - the company apparently took the unorthodox step of deploying drivers to pick them up from Nowy Sącz across the country… by bicycle: https://www.rynek-kolejowy.pl/wiadomosci/newag-wkrotce-odbior-ostatnich-impulsow-dla-pkp-skm-trojmiasto-153499.html
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PKP PLK signed a contract for the construction of a fourth track between Pszczółki and Pruszcz Gdański on the main line to Gdańsk. The section was tripled before but the demands of serving two major ports, a growing agglomeration and increasing amounts of summer traffic necessitated this investment: https://www.rynek-kolejowy.pl/wiadomosci/pkp-plk-z-umowa-na-czwarty-tor-od-pszczolek-do-pruszcza-gdanskiego--153451.html
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PKP PLK signed a contract for the construction of a fourth track between Pszczółki and Pruszcz Gdański on the main line to Gdańsk. The section was tripled before but the demands of serving two major ports, a growing agglomeration and increasing amounts of summer traffic necessitated this investment: https://www.rynek-kolejowy.pl/wiadomosci/pkp-plk-z-umowa-na-czwarty-tor-od-pszczolek-do-pruszcza-gdanskiego--153451.html
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In international connections, aside of the government's… optimistic vision regarding future improvements on the Czech side (https://mastodon.com.pl/@HaTetsu/116862093542138478), the Baltic Express is doing well and Poland would like the Czechs to add a fifth early/late pair between Prague and Wrocław: https://www.rynek-kolejowy.pl/wiadomosci/baltic-express-sukcesem-frekwencyjnym-bedzie-kolejna-para-kursow--153461.html
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In international connections, aside of the government's… optimistic vision regarding future improvements on the Czech side (https://mastodon.com.pl/@HaTetsu/116862093542138478), the Baltic Express is doing well and Poland would like the Czechs to add a fifth early/late pair between Prague and Wrocław: https://www.rynek-kolejowy.pl/wiadomosci/baltic-express-sukcesem-frekwencyjnym-bedzie-kolejna-para-kursow--153461.html
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A slightly outdated news drop before I continue my thread…
Although the first new Pesa Gama 3 bi-mode locomotive is to be delivered to PKP Intercity this autumn, the type won't see revenue service in 2027 - PKPIC is intending to stick to its guns and take it through a series of test drives first, arguing that they cannot afford teething problems of an all-new construction causing disruption for passengers even if it means things fall behind schedule further: https://www.rynek-kolejowy.pl/wiadomosci/pkp-intercity-nie-planuje-nowych-gam-do-rozkladu-jazdy-na-2027-r-153430.html
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A slightly outdated news drop before I continue my thread…
Although the first new Pesa Gama 3 bi-mode locomotive is to be delivered to PKP Intercity this autumn, the type won't see revenue service in 2027 - PKPIC is intending to stick to its guns and take it through a series of test drives first, arguing that they cannot afford teething problems of an all-new construction causing disruption for passengers even if it means things fall behind schedule further: https://www.rynek-kolejowy.pl/wiadomosci/pkp-intercity-nie-planuje-nowych-gam-do-rozkladu-jazdy-na-2027-r-153430.html
