#kolej — Public Fediverse posts
Live and recent posts from across the Fediverse tagged #kolej, aggregated by home.social.
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Wczoraj jechałem pociagiem. Przyjechał punktualnie, ale musiał “przełożyć kierownicę” do drugiej kabiny. Wystąpiły po drodze drobne problemy. Zanim ruszyliśmy, konduktorka poinformowała jeszcze, że okna w ruch, bo klima się zepsuła. Na część pasażerów padł blady strach. Po drodze zacięły się drzwi. Na całej długości pociągu. Nie dało się wysiąść. Później wyczułem po obsłudze pociągu, że coś jeszcze się zepsuło. Ale nie wiem, co. Wysiadłem na swojej stacji.
Dzień wcześniej na każdej stacji maszynista wysiadał z kabiny, szedł do skrzynki i coś tam przestawiał. Dopiero po tym ruszaliśmy.
Dzisiaj uczucie jakby pociąg “zgasł” zaraz po ruszeniu. Zobaczymy, co będzie dalej.
Polska kolej się modernizuje - świetnie. Ale chyba ktoś zawalił z wymianą taboru na czas, bo niektóre regionalne składy już od dawna proszą o kurs na cmentarzysko pociągów. A nadal muszą jeździć, bo nowych i sprawnych brak. Pociągu nie kupi się, jak roweru - wchodzisz do sklepu i wyjeżdzasz nowym. Więc chyba trochę jesteśmy w kropce.
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RE: https://social.tchncs.de/@partim/116985418254117584
Wygląda jak niezły obrazek do artykułów o PKP Cargo
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In the north-west, news is primarily in the interior. One to watch is that the Choszczno-Kalisz Pomorski-Złocieniec route is now marked for reactivation. This is a somewhat lesser-known area full of forests, lakes and military bases, all of which have probably done something to keep this line from being dismantled. (Incidentally, Hinterpommern around here was the part of Germany with the worst timetables in 1939 out of those that would be given to Poland after WW2)
In long-distance traffic, we've already sort of known that Gdynia-Chojnice-Szczecinek-Szczecin is set to be one of the routes that PKPIC will expand onto with the power of ESD162. Splitting it with the Gdynia-Kostrzyn route to get a 2h Takt from Chojnice to Gdynia sounds like it would make a nice express offer as well, given that regional monthly passes are now accepted by PKPIC within the Pomeranian Voivodeship.
Also interesting is the rerouting of the P08, now U08, Szczecin-Wałcz-Piła-Bydgoszcz-Olsztyn route - dropped from 2h to 4h, it was redrawn to run via Laskowice Pomorskie and Grudziądz instead of Toruń. None of the lines running out from Grudziądz is electrified, and the industrial city of 85 thousand on the Vistula is Poland's second biggest in this position (behind worst-connected voivodeship capital Gorzów Wielkopolski). Serving it in the current reality involves a mix of services from Toruń, services connecting to intercity trains in Laskowice Pomorskie (hence the seemingly random calling point in the middle of nowhere) and direct services from Bydgoszcz running diesel under wire for about 50 km. An east-west axis connecting it and Wałcz to three voivodeship capitals and two other major junctions sounds like a major win for the new hybrid multiple units, one of the best showcases of their abilities out of the U lines, even.
16/
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Jeszcze jedna fotka z wczorajszej jazdy, tym razem nie rozryty szuter, a wiadukt – część linii kolejowej 281 (Oleśnica – Chojnice), na przywracanym właśnie do życia odcinku Kcynia – Nakło nad Notecią. Może w przyszłym roku uda mi się tu złapać na zdjęciu pociąg, a może nawet się przejechać do Kcyni?
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In Greater Poland, changes not yet mentioned are concentrated in the southern parts of the voivodeship. The Warsaw-Łódź-Wrocław slower P line gets a branch to Zielona Góra via Krotoszyn, Leszno and Głogów splitting off of every other train in Kalisz. The highly-contested town (you wouldn't believe how many fights have been fought over the proposed HSL routing through Kalisz) is getting HSR trains calling every hour, up from every other hour. Two alternating RE lines have been proposed for the Poznań arm of the high-speed Y - RE19 Poznań-Jarocin-Pleszew-Kalisz and RE20 Poznań-Pleszew-Ostrów Wielkopolski (found on the regional map as RE2 and RE1 respectively, totally not confusing). Indeed, all long-distance traffic is pulled from Środa Wielkopolska and ran over the HSL, including Szczecin-Poznań-Ostrów-Katowice-Kraków trains (now upgraded from P to Ex) and the P5 (Szczecin-)Poznań-Lublin, now rerouted via Jarocin, Sieradz, Łódź and Radom, among others. All this leaves a greater mix of speeds and stopping patterns between Poznań and Pleszew - hopefully worth it.
I also note the extension of the planned reactivation of the Leszno-Gostyń line one station further, to Piaski Wielkopolskie. I can't see any obvious reason for that, but perhaps a small agglomeration effect can be induced with this?
15/
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Z ciekawszych rzeczy w lipcowym wydaniu Z Biegiem Szyn:
- Kolej plus Łomża - kronika przywrócenia kolei do Łomży, która pokazuje, że nie jest takie znowu jasne, która strona sporu politycznego doprowadziła do tego
- Porozumienie na styku - niezły opis tego, co osiągnięto na granicy mazowieckiego i łódzkiego w czerwcowej korekcie
- Uciekające autobusy - o chorej sytuacji z nowo tworzonymi przez województwo mazowieckie regionalnymi liniami autobusowymi (na przykład jak nie rozpisali przetargu na czas i wygasła umowa, to tryb awaryjny zastosowali… tylko w dwóch z trzech regionów - region Przysuchy i Szydłowca zostawili z niczym)
- Lokomotywy, wagony i mąż swojej żony - wykorzystanie wagonów wyremontowanych z KPO na trasach komercyjnych i zagranicznych niezgodnie z założeniami projektu? No problem, dyrektorką od projektów kolejowych w CUPT jest żona dyrektora PKPIC ds. strategii, który odpowiada za wykonywanie projektów unijnych!
- Objazdowy problem z taborem spalinowym - zerwanie sieci za Opalenicą pokazało jak w soczewce nasze problemy z taborem spalinowym, gdzie pociągi do Berlina jeździły z objazdem przez Szczecin Dąbie (i tak, potem z powrotem na południe do Rzepina)
- Jeden z ostatnich takich dworców - PKP SA na razie nie będzie mogło wyburzyć dworca w Mikołowie, ponoć jednego z ostatnich jeszcze niezamienionych na nowe budynków z lat 90., bo wszczęto postępowanie o wpisanie na listę zabytków - miesiąc po tym, jak zaczęli się zabierać za zastąpienie i tegoCzytajcie pod https://www.zbs.net.pl/zbs143.pdf, mało kto inny patrzy branży na ręce
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In the Lubusz Voivodeship, aside from the aforementioned U17, the connection to Legnica via Przemków and the already announced move of the primary long-distance connection to Poznań onto the to-be-rebuilt-and-heavily-upgraded line via Międzychód, the new iteration brings another U line to serve as an early implementation of part of the proposed "Western Trunk" service - the 4h U33 Gorzów Wielkopolski-Zbąszynek-Zielona Góra-Wołów-Wrocław. The P24 Gdynia-Tczew-Piła-Gorzów-Kostrzyn service following the route of the Ostbahn-running Bory Tucholskie gets downgraded to a U line and 4h Takt, which is fair enough. Instead, regional services between Gorzów and Krzyż would be boosted to hourly.
The new plan includes also two reactivations not present in the 2024 version - the Gorzów-Myślibórz line would be rebuilt one station to "Gorzów Wielkopolski Strefa Ekonomiczna", which I assume corresponds to the old halt in the western suburb of Chróścik, and would provide a no doubt welcome, traffic jam-free alternative route to the many workers in the industrial and warehouse park. Perhaps an extension one stop further, to Baczyna, would make even more sense, but I guess land issues and likely poor prospects for partnership with the neighboring rural Lubiszyn Commune where that station would then be located might play a role in that decision also.
The other, bigger one is Rzepin-Sulęcin-Międzyrzecz. Sulęcin was previously marked as a "bus service county town", but is now supposed to get trains back after all. This line is extant, and operational between Międzyrzecz and Trzemeszno Lubuskie for the supply of the garrison in Wędrzyn. The new axis thus created is unlikely to account for much in the big picture at first - but maybe in a battery-powered future it could be a good route to bypass problems around Zbąszyń to some extent?
14/
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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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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 -
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 -
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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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 gets 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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#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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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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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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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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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
