Present status and perspectives

Transcription

1 Jan Raczyński High Speed Railway Programme for Poland. Present status and perspectives Launching high speed transport on the CMK line is an introduction to the realisation of the programme of building high speed line in Poland. Until the end of 2015 the necessary feasibility studies for the requirements of high speed railway construction programme will be performed. The last part of research is the analysis of the optimal connection of the future high speed line Warsaw Lodz Poznan/ Wroclaw with Berlin and Prague. The contractor of the study is supposed to choose the best options for the construction of new lines from Poznan to Berlin and from Wroclaw to Prague. The complete feasibility study will be carried out on the basis of the presented proposals on the second stage of works. In this way, the liabilities resulting from the inclusion of the future line to the new trans-european transport network will be accomplished. The construction programme for high speed railway in Poland that is currently under preparation, which had its beginnings in the nineties of the past century, is a key element of restructuring Polish railways towards their modernisation and implementation into the European railway system. The standards and quality of the latter make it possible to meet contemporary social and economic demands. At the same time there will be carried out the modernisation of Central Railway Line (CMK) to the parameters of high speed line and its extension from Warsaw to Krakow and Katowice and further to the Polish-Czech border. In 2014 it is planned to start on this line the exploitation of the trains Pendolino ED250 delivered by Alstom. At the first stage the trains will reach the maximum speed of 200 km/h. Development of the high speed railway concept in Poland The Directional Programme for High Speed Lines in Poland drawn up in 1995 was the first concept for high speed rail lines construction in Poland. Although the programme in question was formed in the early nineties, the possibility of its execution was set to Its main assumptions were to build a new east west line through Warsaw, Lodz and Poznan in the trans-european axis from Berlin to Moscow and the extension of CMK line from the area of Grodzisk near Warsaw through Plock and further to Gdansk. At the time works concerning demarcation of this new line as well as the necessary reservation of land were completed. The route at the section Warsaw Lodz was marked out along the A2 motorway. The project for the Warsaw-Poznan-Lodz line was published in the document called National Transport Policy for elaborated by the Ministry of Transport and Maritime Economy, In the first place it intended to construct the new Warsaw Lodz line. The 1995 study was the basis for the analysis on high speed railway connections development in Poland in Passenger Traffic Study 2020 Poland and Czech Republic, drawn up at the order of UIC in The summary of the Study in question contained the conclusions justifying the construction of high speed line at the section Warsaw Lodz Poznan Berlin /2015 In 2002 a new concept of a radical improvement of Wroclaw Warsaw connection was presented. However, even costly and significant modernisation of the existing line will not reduce the travel time between these cities to less than 2 hours. In consequence, there was proposed another economically justified conception of exploiting Warsaw Poznan connection for trains operating on Warsaw Wroclaw line with the turning to Wroclaw localised to the west of Lodz nearby Sieradz or Kalisz. The idea of constructing a junction in the vicinity of Kalisz has gained the greatest recognition and its advantage would be the minimalisation of the length of the new line with nearly equal times of travel from Warsaw to Poznan and Wroclaw ranging from about 90 to 100 minutes. In this way, such dynamically developing metropolitan areas as Warsaw, Lodz, Poznan, Wroclaw and lesser Kalisz and Ostrow (approximately 5 million inhabitants in total) would be connected by a high speed railway. One more concept concerned linking this new line with the planned to modernise to high speed parameters Central Railway Line (CMK). This connection may be created through the modernisation of Lodz Opoczno line (station localised at the CMK Line) or at the further stage by building a new line between these cities. As a result, there would exist high speed railway network of approximately more than 900 km, linking the largest metropolitan areas of Poland and numbering altogether around 10 million inhabitants. Furthermore, modernisation of the lines coming out of these urban areas and both extensions and adaptation of these lines for high speed trains create the possibility for most of provincial cities in Poland of being included in the high speed railway network. It is estimated that almost a half of Polish citizens would benefit directly or indirectly from these new high speed lines. This concept gained extreme recognition and, as a result, in 2005 commissioned pre-feasibility study for its development. The scope of High Speed Program The programme of high speed trains in Poland, approved by the government regulation from 2008, embraces: Construction high speed line Warsaw Lodz Poznan/Wroclaw (about 484 km) Modernisation of the CMK line to the high speed line parameters and its extension to Katowice and Krakow (about 373 km, with 150 km of new lines). Complementary investments, with modernisation of other rail lines which are the extension of the train routes making use of high speed lines, rail junctions. Current state of preparatory works 1. High speed line Warsaw Lodz Poznan/Wroclaw the Feasibility Study together with reports on interaction with the environment was completed (2013); the optimal line route was chosen and recommended (Inter-resort Team, the Minister of Transport, 2013); the studies on rail junction preparation were completed (Poznan, Lodz, Wroclaw) 2014;

2 preliminary feasibility study for building high speed lines Wroclaw Prague and Poznan Berlin as the extension of line Warsaw Lodz Poznan/Wroclaw and its inclusion to the trans-european high speed network are being realised (completion planned for the end of 2015). The line was designed for the speed of 350 km/h and with traction supply 25 kv 50 Hz. Moreover, very rigorous parameters concerning travel comfort were taken into account, in order to make it possible to increase the exploitation speed up to 400 km/h. The total cost of building the line was estimated for 213 million PLN. The costs of possible works in rail junctions are the subject of separate studies and they depend on the approved solutions. The results of the analysis indicate that the project generates a positive economic rate, discounted current value ( ENPV ) amounting to thousand PLN and the economic refund rate higher than the discount rate, equalling 6,3%. As a result the analysis showed that the realisation of the project brings social and economic added value. 2. Line Warsaw Katowice/Krakow the stage of the analysis connected with choosing the option of modernising and building new sections was accomplished, the variants of realising the investment were chosen. Simultaneously, modernisation works for the first stage are being carried out. The scope of modernising the line Warsaw Katowice/Krakow, the first stage: The installation of ETCS system, stage I The repairs of engineer buildings (rails, bridges, viaducts) The replacement of traction network (adjusted to target replacement for system 25 kv AC) The modernisation of traction substations Since 2015 the increase of speed up to 200 km/h In the next stage, modernisation up to 300 km/h and building the lacking southern sections to Katowice and Krakow are possible. Planned Y line and its inclusion into CMK line system The route of a new Warsaw Lodz Poznan/Wroclaw line was determined in the study elaborated by the Polish Railway Institute (IK) in 2005 and, after its revision conducted during consultations, it became a basis for the analysis performed in a study carried out by IDOM (Spain). In 2013 the study was completed and the recommended optimal variant of the route of the line was approved by the Inter Governmental Committee. The route of the given line: From the stations Central Warsaw West Warsaw trains would operate on the current diameter line and from West Warsaw there would be marked out a new route through grounds to the north of existing lines. At the border of Warsaw trains would reach the speed of 200 km/h and then change traction power supply system from 3 kv DC into 25 kv AC, and enter a new line; A route in the corridor of existing A2 motorway between Warsaw and Strykow near Lodz, in the area of Grodzisk (about 30 km from POZNAN Sektion 03 WROCLAW Station Jarocin Sektion 04 Warsaw) would turn to the south of the existed CMK line to Korytow station. Such solution would allow trains that run in the west and south directions to exploit the common high speed corridor; then from the crossing of A1 and A2 motorways the route would run under Strykow and then through A1 motorway corridor to the south and farther to Lodz Widzew station; from Lodz Widzew station through a tunnel and new underground station Lodz Fabryczna and further by the tunnel under the city centre in westward direction (tunnel length will be about 4 km); next section of the line would run to the south of Jeziorsko Reservoir on the Warta River; then turning near Kalisz in the directions of Poznan and Wroclaw; the route to Wroclaw would run between Kalisz and Ostrow Wielkopolski. Near Ociaz and Antonin would be built junctions that will provide connection across the existing lines of Ostrow Wielkopolski junction would be built; the introduction of the line to the Wroclaw junction from the south east side with modernisation of the existing section Czernica Wroclawska Siechnice Wroclaw Brochow Wroclaw Glowny; the construction of a link at the east side of Wroclaw from a new line to E30 Wroclaw Opole Katowice line in order to connect Opole with Warsaw in travel time not longer than 2 hours; the introduction of a line to the Poznan junction from the side of Poznan Staroleka station at the west side of Ostrow Wielkopolski there is designed a connector about 10 km long which will enable direct linking of Poznan and Wroclaw with a high speed line. The total length of Warszawa Centralna Wroclaw line will amount to 351,8 km and the route Warsaw Poznan to 340,5 km. At the same time the variant of connecting the new line with the CMK line between Lodz and Warsaw was chosen. It was decided that the modernisation of the existing railway lines to the speed of 160 km/h would be the best option. After its completion the distance of 90 km/h will be covered in about 40 min. Station Nowe Skalmierzyce Sektion 01 LODZ Station Sieradz Tomaszow Maz. Opoczno Map 1. The route of the HS Line Warsaw Lodz Poznan/Wroclaw Source: Elaborated by IDOM Sektion 01 Sektion 05 WARSZAWA Station Technology station Diversion post Maintenance base 6 /

3 Line Warsaw Katowice/Krakow The route of line E65 South: Warsaw Katowice/Krakow after choosing optimal variants analysed in the feasibilty study is the following: The fork of CMK line from Y line Warsaw Lodz Poznan/Wroclaw will occur on the south of Grodzisk Mazowiecki, where the junction would enable running at the speed of 250 km/h to the new section to Korytow, following the planned extension of line CMK to the south in the direction of Gdansk. Next, the CMK line to the area of Naklo (to the south of Psary station). From Naklo with a new line which will fork in the direction of Katowice and in the direction of Krakow to the west of Olkusz From the fork in the vicinity of Olkusz to Katowice through Sosnowiec. From the fork in the vicinity of Olkusz (with a regional station) further to station Krakow Glowny. To the south of Olkusz a junction about 8 km long is predicted and it will enable a drive by high speed line between Katowice and Krakow using both forks. It will be possible to use the currently existing section Naklo Zawiercie of the CMK for trains operating in Zawiercie, and also in case of the renewal of line Zawiercie Pyrzowice, to the operation of Airport Katowice Pyrzowice. The total length of line E65 South: Warsaw Katowice/Krakow together with the junctions will amount to approximately 373 km. Station Border crossing point Railway lines Core passenger network Y Line Warszawa Lodz Poznan/Wrocław, planned 350 km/h CMK Line 200 km/h, target 300 km/h Y CMK conventional connection Map 2. The scheme of the route Warsaw Lodz Poznan/Wroclaw 28 6 /2015 Connecting two high speed lines Lodz Opoczno In order to connect high speed line Warsaw Lodz Poznan/ Wroclaw and line E65 South: Warsaw Katowice/Krakow, analyses of choosing the most convenient variant were carried out. The most optimal concept was the concept of modernising conventional line no 25 Lodz-Opoczno, 74 km long: From the new station Lodz Fabryczna to the station Lodz Widzew (modernisation and building a tunnel being carried out) and further to Galkowek by means of a modernised line up to the speed of 140 km/h. The section Galkowek Mikolajow Tomaszow Mazowiecki (31 km): modernisation of a current two-rail line up to the speed of 160 km/h. The section Tomaszow Mazowiecki Opoczno (26 km) and building the junction Slomianka Opoczno South. (5 km). According to the assumptions approved in the governmental Programme of building and launching high speed rail transport in Poland new high speed lines together with other modernised lines were supposed to enable the creation of high speed line connections in Poland. The key element of this network is to be a new high speed line Warsaw Lodz Poznan/Wroclaw connecting eastern and western Poland removing in this way the main transport barrier to reach the coherence of the country. International high speed connections within the TEN-T network During works within the realisation of the programme analyses and conceptual studies on possibilities and conditions of connecting Poland with Berlin (through Poznan) and Prague (from Wroclaw) by high speed trains were carried out. The works were the subject of a study Directional Programme of High Speed development in Poland until 2040 which was performed by the Scientific and Technical Railway Centre (at present the Railway Institute) in The document was put to the social consultation in 2011 and gained approval. In the document the concept of international high speed connections of Poland and neighbouring countries was included. Preliminary agreements with The Ministry of Transport of the Czech Republic were carried out and an intentional letter between the minister of the Czech Republic and Poland was signed (2010). The agreements in the scope of high speed routes were also the subject of the Wyszehrad Group settlement from In 2011 the feasibility study carried out at the order of The Ministry of Transport of the Czech Republic was completed and it rec-

4 Map 3. The main corridors for fast passenger connections based on high speed lines ommends variants of cross-border high speed routes. During its realisation preliminary feasibility study for building high speed lines Wroclaw Prague and Poznan Berlin as the extension of line Warsaw Lodz Poznan/Wroclaw and its inclusion to the trans-european high speed network (planned completion for the end of 2015) were carried out. In December 2013 the Regulation No. 1315/2013 of the European Parliament and Council was Publisher and it concerned the new trans-european transport Policy. In the Regulation there occurred on the maps both line Warsaw Lodz Poznan/Wroclaw and line Warsaw Katowice/Krakow as the elements of high speed rail network. The second of the regulations that appeared in /16/2013 specifies the rules of financing investments in TEN-T network. Thus, it enables the application for financial means from a newly established financial instrument CEF (Connecting European Facility). From the fund the following can be financed: building new high speed lines and modernisation of the existing lines to high speed parameters, study and preparatory works, which is important in case of the proposed cross-border connections. Further activities The main study works on the high speed project Warsaw Lodz Poznan/Wroclaw with the extension to Berlin and Prague in Poland will have been completed by the end of In 2016 further works should be continued and the study and preparatory works should be extended, which is required in the EU regulations. They concern the following enterprises within the CEF fund: 1. Preparatory works for construction high speed lines Warsaw Lodz Poznan/Wroclaw The works are specified according to the Regulation of the European Parliament and Council 1316/2013, annex 1 part 1 point 2 The Corridor The North Sea The Baltic Sea 2. Study works to construction high speed lines Wroclaw Prague as the extension of high speed line Warsaw Lodz Poznan/Wroclaw according to the Regulation 1315/2013. These works are specified according to the Regulation of the European Parliament and Council 1316/2013, annex 1 part 1 point 3. Works on the preparation of an application for receiving funds for the other sections of the base network should be undertaken urgently. Moreover, the proposal of building the first section of line Warsaw Lodz Poznan/Wroclaw together with the junctions to line no 11 Skierniewice Lukow also needs taking a decision. It will be the target solution of problems concerning capacity ability of line no 3 and also line no 1 from Warsaw in the western direction. The task could be realised within the Operational Programme Infrastructure and Environment (alternatively) from the Coherence Fund or from the instrument CEF. The completion of the investment is feasible in the new financial perspective until In the scope of modernising the Central Trunk Line to the parameters of a high speed Line, modernisation works aiming at increasing the maximum speed up to 200 km/h are currently in progress. The possibility of increasing the maximum speed up to km/h requires an analysis. Reaching higher maximum speeds requires a change of traction supply from 3 kv of direct current for 25 kv of alternating current, which can be realised in the further perspective with increasing the speed up to 300 km/h in the perspective of approximately Tab. 1. The length of the line and estimated travel times for high speed systems in Poland Connection Distance [km] Travel time Warsaw Poznan 350** 1 h 35 min Warsaw Wroclaw 354** 1 h 40 min Warsaw Lodz h 35 min Poznan Lodz h 00 min Wroclaw Lodz h 05 min Poznan Wroclaw h 55 min Poznan Opole h 30 min Warsaw Opole (through Lodz)* h 00 min Warsaw Katowice (through Olkusz) h 25 min Warsaw Katowice (through Zawiercie) h 55 min Warsaw Krakow (through Olkusz) h 25 min Katowice Lodz h 25 min Krakow Lodz h 25 min Krakow Katowice 79 0 h 35 min Poznan Kraków (through Lodz)* h 30 min Poznan Katowice (through Lodz)* h 30 min Connection using the modernised lines Szczecin Warsaw Szczecin Lublin 5 h 40 min Szczecin Krakow (through Lodz) 4 h 30 min Lublin Poznan Lublin Wrocław Białystok Wroclaw Bialystok Krakow 3 h 30 min Bialystok Katowice 3 h 30 min Rzeszow Warsaw 3 h 00 min Rzeszow Poznan (through Lodz) 4 h 00 min Note: travel times with minimal reserve of 2 minutes for 100 km with stops only in provincial capitals. * The fastest connection which does not exclude the functioning of the previous ones. ** Option through Sieradz, Nowe Skalmierzyce. 6 /

5 Map 4. Trans-European Base Passenger Network, including high speed lines. The Regulation of The European Parliament and Council no 1315/2013 from 11th December 2013 regarding the EU guidelines on the development of trans-european transport network A more urgent need is the resumption interrupted study works on the extension of CMK Line in the southern direction to the area of Olkusz and further of the Katowice and Krakow, which should result in the shortening of the travel time from Warsaw to these cities by 30 minutes, which is crucial for longer relations to the north of the country. The beginning of the works would be possible after References: 1. Analiza funkcjonalna nowego dworca centralnego w Łodzi [opracowanie wykonane w czerwcu 2007 r. przez SITK RP Oddział w Łodzi na zlecenie Zarządu Dróg i Transportu w Łodzi]. 2. Analiza warunków budowy kolejowego tunelu średnicowego pod centrum Łodzi [opracowanie wykonane w lipcu 2008 r. przez SITK RP Oddział w Łodzi na zlecenie Zarządu Dróg i Transportu w Łodzi]. 3. Bużałek T., Raczyński J., Połączenie Łodzi i Kielc jako element krajowej sieci kolejowej stan obecny i perspektywy rozwoju, Technika Transportu Szynowego 2013, nr / Dyr T., Infrastruktura transportu w koncepcji zagospodarowania przestrzennego kraju, Technika Transportu Szynowego 2013, nr Dyr T., Strategia rozwoju transeuropejskiej sieci transportowej, Technika Transportu Szynowego 2012, nr Dyr T., Strategia rozwoju transportu do 2020, Technika Transportu Szynowego 2013, nr Kierunki rozwoju kolei dużych prędkości w Polsce, PKP PLK S.A., Warszawa Kierunkowy program rozwoju kolei dużych prędkości w Polsce do roku 2040, Instytut Kolejnictwa, Warszawa Koncepcja przebiegu trasy linii KDP wraz z lokalizacją węzła intermodalnego w obrębie aglomeracji kalisko-ostrowskiej, Zakładu Usług Projektowych, Inwestycyjnych i Eksploatacyjnych, Szczecin L opportunite pour la Grande Vitesse dans l espace PECO, CENIT Barcelona Massel A., Raczyński J., Czy kolejowe przewozy regionalne mają w Polsce mają przyszłość?, Technika Transportu Szynowego 2003, nr Passenger Traffic Study 2020 Poland and Czech Republic [opracowanie wykonane na zlecenie UIC przez Intraplan Consult GmbH, IMT Trans i INRETS], Polska Wyzwania rozwojowe, Warszawa Raczyński J., Boryczka J., Szafrański Z., Łódź Warszawa w sieci szybkich połączeń kolejowych Polski, Technika Transportu Szynowego 2002, nr Raczyński J., Projekt kolei dużych prędkości w Polsce w kontekście trendów rozwojowych kolei w Europie, Technika Transportu Szynowego 2015, nr Raczyński J., Rządowy program budowy linii dużych prędkości w Polsce, Technika Transportu Szynowego 2008, nr Raczyński J., Wróbel I., Pomykała A., Kierunki rozwoju kolei dużych prędkości w Polsce, Technika Transportu Szynowego 2010, nr Studium wykonalności dla budowy linii kolejowej dużych prędkości Warszawa Łódź Poznań/Wrocław, IDOM, Warszawa Żurkowski A., Duże szybkości, UIC, Polska, Technika Transportu Szynowego 2005, nr 5 6. Jan Raczyński Jan Raczyński from 2014 Project Manager for Strategic and Research in Railway Institute in Warsaw. From 2011 Member of Intercity & High Speed Committee in UIC From 2005 Speaker and deputy speaker in European Railway Agency designated by CER. In Project manager for development of rolling stock and interoperability in PKP CARGO. In Director of High Speed Department in PKP PLK S.A. In Director responsible for strategy and development including rolling stock and interoperability in PKP Intercity.