Sebastian Mech, PKP PLK S.A. PRAGUE 14 November 2007 High Speed planning in Poland. Preparation and implementation of high speed lines building. 1. Introduction A country the size of Poland needs efficient transport system. Fast development of roads causes that rising of railway services standards is a necessity. Speed of 160 km/h is not sufficient at distances of more than 300 kilometres. For rising competitiveness of railway transport against roads in Poland, building of high speed lines on the main directions is necessary. Obviously it is a costly and impossible without support from state/european budget. PKP Polish Railway Lines, the railway infrastructure manager in Poland has prepares plan of implementation of high speed lines building. 2. Planned scope of modernisations until 2013 and later Operational Programme for years 2007-2013 assumed total amount about 6 billions EUR for preparation and implementation railway projects. The scope of works is presented on the map 1. SZCZECIN LEGNICA GDYNIA SŁUPSK ZIELONA GÓRA WA ŁBRZYCH BYDGOSZCZ TORUŃ KALISZ ELBL ĄG PŁOC K CZĘSTOCHOWA KI E LCE RYB NIK TA RNÓ W BIELSKO BIAŁA RADOM RZESZÓW BIAŁYSTOK LU BLIN Modernisation foreseen in Operational Programme 2007 2013 Modernisation after year 2013 High speed lines: Building new line speed 300/350 km/h (after 2013) Modernisation of existing line to max speed 250km/h (before 2013) map 1: Railway system in Poland. Modernisation plans. Projects generally concerning modernisation to maximum speed 160 or 200 km/h following lines: - E20/CE20 line between Poznan, Warsaw and east state border; - E30/CE30 line west state border, Wroclaw, Katowice. Krakow and between Rzeszow and east state border; - E65 line between Warsaw and Gdansk/Gdynia; - E65line between Katowice Zebrzydowice (Czech Republic border)/zwardon (Slovak border); 1
- E59 line between Wroclaw, Poznan and Szczecin; - E75 line between Warsaw and Bialystok (section Warsaw Tluszcz) - linking Warsaw with Lodz; - linking Warsaw with Radom and Kielce; - linking Lodz with Kalisz (120 km/h); - linking Psary (central main line) with Krakow (section Psary Kozlow 250km/h) There are also foreseen projects for preparation and implementation of building high speed lines. One of them is a modernisation of central main line (between Warsaw and Katowice) to 250 km/h maximum speed. In the project, it is planned a preparation of building new line for speed 250 km/h linking central main line with Krakow. The Programme also foresees preparation of project of new line connected Warsaw with Wroclaw and Poznan by Lodz (so-called Y line). The feasibility study and preliminary designs should be prepared before 2013. Designing and building works are planned for years 2013 2020. 3. High speed lines and conventional lines network The implementation of high speed line cannot be planned without connection with conventional railway system and at the cost of its. Planning of modernisation and building projects have to take into consideration future cooperation two railway systems (high speed and conventional) and complementary each other. It means we have to prepare and build new HS lines and modernise existing lines simultaneously. 3.1. Target speeds at lines This year a programme called Main assumptions for modernisation and development of railway system in Poland was accepted in PKP PLK S.A. At this programme target speeds on individual lines of railway system have been specified, as well high speed lines were taken into consideration (see map 2). For lines, which are an extension of high speed lines and SŁ UPS K GDY NIA ELBLĄG SZCZE CIN GRUDZIĄDZ BYDGOSZCZ TOR UŃ WŁOCŁAWEK PŁOCK BI AŁYSTOK 200 < v 350 160 < v 200 120 < v 160 v = 120 v < 120 ZI ELONA GÓR A KALISZ LEGN ICA RADO M LUBLIN CZ ĘSTOC HOWA WAŁB RZ YCH KIE LC E RYBNI K BIE LSKO BIA ŁA TARNÓW RZ ESZÓW map 2. Target speeds on railway lines. 2
connections between the biggest cities it was assumed speeds up to 200 km/h. At lines where the passenger traffic is dominates it was assumed speeds up to 160 km/h. At rest lines there are assumed speeds 120 km/h or lower. 3.2. HS backbone of railway network in Poland A localisation of high speed lines is not accidental. Looking on the map with marked high speed lines on the railway system, we may see that these lines are forming up a kind of backbone of railway system. On map 3 there are shown connections of high speed lines with main directions by conventional lines both in domestic and international importance. The central main line is basic connections from North/East (Vilnius/Gdansk/Warsaw/Lodz) to South (Krakow/Silesia/Vienna/Bratislava/Budapest). SŁ UPSK GDYNIA EL B LĄG Vilnius Riga SZCZECIN GRUDZIĄ DZ Berlin CE 5 9 E 59 ZIELONA GÓRA BY DGO SZ CZ TOR UŃ C- W ŁOCŁAWEK PŁOCK KALI SZ WA RS ZA WA C- BI AŁYSTOK E 75 Minsk Moskov High speed lines Connections with HS lines Dresden E 5 9 E 30 LE GN ICA WAŁBRZYCH E 59 /1 OPO LE C 65/1 C 65/2 CZĘSTOCHOWA RA DOM KIE LCE LUBLIN Kiev AGC/AGTS lines Praha E 59 Praha Wien Bratislava Budapest RYB NI K TARNÓW C 30/1 Kosice Bucuresti map 3. High speed line as a backbone of railway system. KATOWIC E BI ELS KO BI AŁA C E 30 RZES ZÓW Lw ow Odessa The Y line mainly provides lacking connection of Warsaw with Lower Silesia (Wroclaw), as well make good linking from North/East (Vilnius/Warsaw) to West/South (Wroclaw/Poznan/Berlin/Dresden/Prague). On the map there are also shown AGC/AGTC lines, with their relation to high speed lines. 4. Planned stages of preparation and implementation of high speed lines At the moment PKP PLK is preparing two projects concerning high speed lines simultaneously. The first concerns modernisation and extension of the central main line, and the second concerns building new line linking Warsaw with Wroclaw and Poznan. 4.1. The central main line modernisation and extension A contract for carrying out feasibility study, design and tender documentation for this project should be signed in half of the next year. Preparing of whole necessary documentation is expected until 2010/2011. In the feasibility study should be analysed following general options: - modernisation up to 200/220 km/h - modernisation and building line up to 250/270 km/h 3
- modernisation and building line up to 300/350 km/h - reference option (do nothing). The options may be different depending on task described below. This project consists of four main tasks requires technical and economical analysis (see map 4): - Task 1 Modernisation of section Grodzisk Mazowiecki Zawiercie (CML central main line). Implementation of modernisation works is foreseen for 2011 2013. - Task 2 Modernisation/building new line on section Zawiercie Katowice. Implementation of works is foreseen for 2011 2013. - Task 3 Modernisation/builing new line linking CML (Psary) Krakow. Implementation of works is foreseen for 2012-2014. - Task 4 Modernisation/building new lines connected Katowice with south border (Zebrzydowice/Zwardoń). Implementation of works is foreseen after year 2013. Task 1 Grodzi sk - Zawier cie Grodzisk Maz. Task 2 Zawiercie - Katowice ZAWIER CIE Ps ary Ta sk 3 Psary - Krakow CZECH REPUBLIC Zebrzydowice Ta sk 4 Katowice Zebrzydowice/Zwardon Zwar don SLOVAKIA map 4. Central main line modernisation and extension. Main task and stages 4.2. The Y line. Connection of Warsaw with Wroclaw and Poznan A contract for carrying out feasibility study for this project should be signed in the next year. A chosen Consultant should make proper financial and technical analysis. The Consultant has to consider possible sources of financing like European funds, state budget and private capital. A getting of financing for this project may be a crucial element enables its implementation on assumed schedule. Additionally it is assumed directly connection of this project with two other projects concerning modernisation of existing lines. The first of them is modernisation up to 160km/h of line Warsaw Lodz, which is being under implementation. The second one is modernisation of line Lodz Kalisz (120/140), which is foreseen to implementation in years 2012 2014. These two modernisations are treated as a stage 0 in point of view implementation of high speed line. Implementation of the project is divided for the following stages, to be implemented after 2013 (see map 5): - Stage 1A Building new line, section Wroclaw Kalisz, length: 130 km; v = 300 km/h; 4
- Stage 1B Building new line section Kalisz Lodz, length: 95 km; v = 300 km/h; - Stage 2A Building new line section Poznan Kalisz, length: 120 km; v = 300 km/h; - Stage 2B Building new line passing through Łódź node; - Stage 3 Building new line section Lodz Warsaw; length: 130 km; v = 300 km/h; - Stage 4 - Connection the Y line with CML, Modernisation of line Lodz Opoczno; length: 65 km; v = 160 km/h; A sequence of implementation individual sections is adjusted in order to achieve well connection Warsaw with Wroclaw as soon as possible, using the modernised sections until finishing high speed line entirely. Consequently, just after finishing of Stage 1 (section from Wroclaw to Kalisz) achieving quite well connection Warsaw Wroclaw is possible, taking into consideration prior modernised section Kalisz Lodz Warsaw. INO GNIEZNO KONIN WRZEŚNIA LESZNO Stage 2A KA LISZ Stage 1B Stage 2B ŁOWICZ SKIERNIEWICE Koluszki Stage 0 OSTRÓW WL KP. SIERADZ Stage 0 ZDU ŃSKA WOL A Stage 4 RA D OM OLEŚNI CA Stage 1A KLU CZBOR K CZ ĘSTOC HOWA PIOTRKÓW TRYB. Central Main Li ne Opoczno Psary map 5. Stages of implementation of Y HS line Significant problem to be resolved is passing through Lodz Node (Stage 2B ). There are two main stations operated for passenger trains. The stations are localised close to centre of the city. There is a solution assumed building new station destined for high speed line and connected with centre by urban transport or local trains. 5. Conclusion These projects are necessary not only for development of railways, but also to change negative image of railways, which has arisen in recent years, caused insufficient funds for maintenance. At the moment PKP PLK S.A. is preparing of two ambitious projects, which should enable to make competitive of railways with relation to roads, to rise standards of services and consequently should contribute to attracting more passengers to railways in the future. 5