Innotrans 2014 by Edyta Studzińska

ISSN 2081-383X

INNOTRANS 2014

RAILWAY REPORT

Dear Readers We have pleasure to present Yoy the english version of “Railway Report” issued on the occasion of the InnoTrans 2014 held in Berlin. Our bimonthly, although dedicated to the Members of the Chamber and its sympathiser, is also addressed to all those professionally related to the railway transport market. “Railway Report”contains interviews, opinions and reports on fairs, conferences and meetings. It presents wide-ranging reports on the Chamber’s operations. The magazine is not a commercial publication and much like in the case of the Chamber, its basic task is to support promotion and development of the Polish railway transport. The bimonthly is also meant to be the voice of the over 170 members of our self- government and entities cooperating with our local government. We hope you will find our magazines enjoyable and do not hesitate to visit our stand in the hall no 23 stand 609. Editor -in- Chief Adam Musiał a.musial@izbakolei.pl

Table of contents Editorial page Consistent Implementation of the Strategy An interview with Jakub Karnowski, President of the Board of PKP S.A.

Assessment of the Polish Railways Ignacy Góra

Marketing and PR: Edyta Studzińska phone: 500 474 832 e-mail: e.studzinska@izbakolei.pl

Expert

Polish Chamber of Railway

Bartłomiej Buczek

The first PKP Intercity train with free WiFi already on tracks

Pesa and the Bydgoszcz University of Technology and Life Sciences open a laboratory

Dogmatism and Railwayinvestments Zbigniew Szafrański

Internet access in railway carriages

ITS- is already out of date Jarosław Kowalski

Passengers’ issues at UIC Bartłomiej Buczek

Plastwil- complex solutions

InnoTrans

The First Polish Tram SimulatorNGT6Kr

Polish Chamber of Railway

Deputy of the Editor - in - chief Radosław Karwicki phone: 508 501 069 e-mail: r.karwicki@izbakolei.pl

Correspondents Walenty Dola Ukraine, Russia

Publisher: Polish Chamber of Railway 85-039 Bydgoszcz, ul. Hetmańska 38 www.izbakolei.pl

Bernd Haag Germany

Composition and The Press 85-224 Bydgoszcz, ul. Św. Trójcy 2, www.rubycon.pl

We do not accept any responsibilty for the content of advertising materials and sponsored features and do not return materials that we not commisioned. We reserve the right to shorten and edit texts and change the headings.

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Consistent Implementation of the Strategy An interview with Jakub Karnowski, President of the Board of PKP S.A.

Railway Report: We last met almost a year ago. It’s been a year since the start of your contract. Where are you now? Is the assumed strategy being implemented according to the plan?

Jakub Karnowski: The strategy is being implemented consistently. We continue tasks already started and launch new initiatives. The projects we’re now implementing are the most ambitious ones ever undertaken by the Polish railways. Since my appointment to the position of the President of PKP Group, we have spent as much as PLN 11 billion on the railways. In the years 2014-15, the total amount spent will be PLN 22 billion. These substantial funds are spent on the moderni-

sation and regeneration of railway tracks, railway station projects and modernisation and purchase of new rolling stock. The scale of the projects being implemented shows how neglected the railway was in the past with lots left to be done. However, improvements are clear to see. Passengers are using modernised and better equipped railway stations: in the year 2014 alone, 10 new stations were built and by the end of the year the number will double. Travel times are shorter for many routes and this is due to the massive outlays on the track repairs made by the infrastructure manager. This year alone, the spending will amount to as much as PLN 7 billion. Other change visible to passengers is the increasing number of new comfortable trains. The total amount spent on projects

undertaken by PKP Intercity in the years 2014-15 will be PLN 4 billion. As I mentioned, some new solutions are also being implemented. Passengers can now use free WiFi in PKP Intercity trains. In fact, free wireless Internet has been available at 61 railway stations since last year. This year we’re planning to increase the number of railway stations with free Internet access to 121. Among the new projects are innovative railway stations construction plans as part of which old buildings will be demolished and replaced with new ones, more ecological and economical, and small projects involving construction of retail structures near railway stations in smaller cities. RR: Have the planned quality changes visible to passengers been successfully implemented?

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that Pendolino was a PKP’s strategic project. Do you have enough determination to put the train on tracks in December 2014 as scheduled?

Adam Purwin-the current Chairman of the Board of PKP Cargo, Łukasz Boroń- a former Chairman of the Board of PKP Cargo. The debut of PKP Cargo on the stock exchange

JK: Passenger satisfaction surveys indicate that passengers see and appreciate the changes. This is important for us because all we do, we do for our passengers. Recent results show that passengers notice the better quality of our services allowing them to travel more comfortable. They say there are substantial improvements in the on-train passenger information system, safety at railway stations and on trains and cleanliness. Also, passengers say that it is now much easier and more comfortable to purchase a ticket. This gives us the motivation for further effort and allows us to be more responsive to passengers’ needs and suggestions. RR: In hindsight, how do you assess the privatisation of PKP Cargo? JK: PKO Cargo’s last year’s floatation was the most spectacular one in Poland and among the best in Europe. The success was also noticed by many experts who admitted that the debut contributed to some revival on the Warsaw Stock Exchange. PKP Cargo’s privatisation through share disposal turned out to be a good solution. This is confirmed not only by the excellent financial results; it is also reflected by the trust from investors: another block of Cargo’s shares was sold this past June.

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RR: Do you still have control over PKO CARGO despite holding less than 50% of shares in the company?

JK: Indeed, bringing EIC Premium trains on tracks is one of our main projects. The schedule has not changed. We’re preparing to launch new trains by e.g. provision of training to personnel and by organising facilities and a dynamic sale network. However, we are still waiting for trains which meet the specification, including those with the relevant speed approval enabling the trains to travel with a speed of 250 km/h. Now, it’s all up to the manufacturer. Interview conducted Radosław Karwicki

JK: We still have control of PKP Cargo. There are provisions in the company’s Articles of Association which give special powers to PKP S.A. in that respect. RR: Are you planning to sell the Cargo’s block of shares in the immediate future? The successful privatisation of PKP Cargo or the Polish Cable Railways certainly is a stimulus that encourages such actions. Which company is next? JK: We invested much effort to prepare these companies for sale. You can see now that it was worthwhile. The companies’ privatisation turned out to be a success. We’re not planning to go any further with the sale of PKP Cargo’s shares though. However, we’re preparing to privatise other three companies: PKP Energetyka, TK Telekom and PKP Informatyka. Each of them is now being prepared for the process. We expect that in the case of PKP Energetyka and PKP Informatyka, an invitation will be extended to potential investors in the last quarter of this year and in the case of TK Telekom at the turn of the third and fourth quarter. RR: Finally, the awkward subject – Pendolino. Last year you mentioned

The Doctor of economic studies, the graduate of Main Commercial School in Warszawa and University of Minnesota, former The grant holder Foundation Margaret Thatcher in School London of Economics. A title confirming Chartered Financial Analyst has qualifications in the investment consultancy. He is an assistant professor at the petty offence court of SGH economic analyses. in years 1997-2000 was the Prime Minister political and with adviser to the minister of finance. Next he advised (2000-01) in macroeconomic PKPP matters „Leviathan”. He was an adviser to the chairman of the National Bank of Poland, and then with the head of a department of the foreign National Bank of Poland (2001-03). From 2003 the yr worked till 2008 in the Group of World Bank in Waszyngton as the deputy of the executive director. In 200812 years PKO TFI served as the chairman, and from 2010 to 2013 CFA Society was a member of the management board of Poland.

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Systems supporting distribution of information bulletin boards, voice information (intelligent automatic systems), clocks systems, integrated dynamic passenger information, infomats.

see more http://www.pkp-informatyka.pl

PKP Informatyka spółka z o.o., Al. Jerozolimskie 140, 02-305 Warsaw, tel: +48 22 474 39 61, fax: +48 22 474 39 62

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Polish Chamber of Railway

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Ever since the Polish Chamber of Railway was set up it has either run itself or supported the running of numerous projects related to rail transport. Our governing body has initiated many specialist conferences, trainings and economic missions.

15 

 3

years of experience

issued publications

more than

close to

1,000

160 member companies

companies cooperating

events a year

Selected events in 2015 February

April

May

12th edition of the conference “Railway telecommunications and information technology” Place: Center for training and Conference „Stok” Wisła

12th edition of the conference “Modernization of the rolling Stock” Place: Hotel Astor, Jastrzębia Góra Second edition of the Railway Report

11th international trade fair for power engineering EXPOPOWER 2015 Date: 8-10 may 2015 r. Place: Poznań

June

July

August

5th Polish Championship in football for the railway industry Place: „ZAWISZA” Bydgoszcz stadium

Training companies of the railway sector Place: Gdynia-Copenhagen

Integration meeting of member companies of the Polish Chamber of Railway Place: Fojutowo

October

November

First edition of the Railway Report

Third edition of the Railway Report September 28th international trade fair for power engineering ENERGETAB 2015 Place: Bielsko-Biała 11th edition of the international fair of railway Date: 22-25.09.2015 Place: Gdańsk International Fair SA 8th edition of the Conference “Development of the polish rail infrastructure”

4th edition of the Conference “Locally run railways – opportunities and risks”

VIII International Trade fair for power engineering Energetics 2015 Place: Lublin 4th edition of the conference “Railway in minning damage areas. Exploitation, modernization, investments” Sixth edition of the Railway Report

Fourth edition of the Railway Report

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Dogmatism and railway investments With the decision on the European Union budget for 2014-2020 just around the corner, and information that large funds could be allocated in that budget for railway projects, we need to think over how we have been using the funds so far and what to do with the final such a big amount of EU money that we can obtain. Discussions have already started about various railway connections between those who support the introduction of high-speed rail and building new connections, and those in favour of simply repairing the basic components of the exi-

way of satisfying these needs with the right combination of various means of transport. Such detailed analysis should provide an answer to the frequently asked question of whether to ‘build, modernise or regenerate?’.

Currently, the modernisation cost of 1 kilometre of a railway line, as part of allegedly ‘low-cost‘ tenders, is between 20 to 30 million zlotys. sting railway lines. The latter concept was given the high-flown name of ‘regeneration’, so that the European Commission does not classify the works as maintenance, which is something they do not co-fund. Personally, I would hope for an in-depth analysis of the railways in Poland. We need to examine what transport needs the Polish economy has – both current and future – and try to find an effective and rational

Zbigniew Szafrański Plenipotentiary of the Manager for cooperation with other research units at the Railways Institute

I am aware that many people may find my words slightly surprising, but I believe that decisions so far have been taken too much based on certain dogmas instead of reliable wide-ranging analyses. People will say: ‘You’re wrong, feasibility studies have been conducted for each modernised route’. That’s the point! Only ‘for each modernised route’, and not the entire railway network incorporated into the country’s economic system. I am sorry to say that, but the Master Plan for the railway transport until 2030, in its current version, can neither be treated as such an analysis nor had it been preceded by one. Let’s look at a few examples of the dogmas that I am talking about: – After joining the European Union, Poland will have to modernise the TEN-T railway network. There are about 5,300 km of this network in Poland. It seemed that the vastness of available EU funds will allow us within a reasonable time (meaning relatively soon) to modernise the whole network. At the beginning of this century, it was assumed for planning purposes that the modernisation of each kilometre of a double-track electrified railway line would cost around 4 million € (values differed for E and C-E lines – dedicated to passengers and goods respectively), meaning that some

90 billion zlotys would need to be paid in total. The sum did not seem exorbitant and it was worth paying in order to significantly improve Poland’s position on the European transport map. It turned out that the estimate was two times lower than the actual costs. Currently, the modernisation cost of 1 kilometre of a railway line, as part of allegedly ‘low-cost‘ tenders, is between 20 to 30 million zlotys, depending on the land characteristics, number of engineering structures, crossings etc. Hence, the modernisation of the entire TEN-T network would cost us at least 160 billion zlotys, and, for instance, upgrading the Nadodrzanka to 120 kph (C-E 59 line) would be much more expensive than building a high-speed rail line. – Required parameters of modernised railway lines are set forth in the AGC and AGTC agreements. The target speed was therefore assumed at 160 kph for the E line, and 120 kph for C-E, and then, as part of the feasibility study, it was analysed where such speed ‘cannot’ be reached. For several selected lines we went even further, and raised the design speed to 200 kph. I remember one supposedly serious meeting during which the participants discussed the need to upgrade railway viaducts in Leszno in order to obtain train speed of 200 kph through the station (!). As a result, we created something of a Polish ‘Santiago de Compostela’ in the town of Modlin, where a 200 kph section goes into a bend of 80 kph before a bridge over the Bug river. Incidentally, there are more such spots along the E 65 line. Fortunately, EIC Premium trains will only be allowed onto those tracks with the speed of over 160 kph if the

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RAILWAY REPORT ETCS system is in place, which – controlling train speed at all times, almost like an autopilot – will not allow breaking the speed limit along the bend (this feature is not present in the Spanish ASFA system used on conventional lines). – The Polish railway network is dense enough, so there is no need to build new connections. Modernisation of the existing ones will suffice. Really? In the interwar period, many lines were built to fill the gaps in the railway network or to activate the economy in the areas where transport was not well developed. Efforts after World War II were primarily focused on transit connections for goods transport (including the Main Railway Line!). Many of them continue to be of limited significance for the local transport. On the other hand, passengers and goods on many lines are not carried on direct routes, which increases travel time and costs; and the lack of shorter connections is too obvious. - Poland is a poor country. We cannot afford high-speed rail or building new railways. Why would we need an underground station in Łódź? I have an impression that this alleged (unsupported by any economic data) poverty, and continued insistence that we are a hard-up relative of the Western Europe, serves for many Poles just as an excuse – an explanation why we achieve so little with the money available to us. On the other hand, I do not hear any concerns in the public debate about high expenses on motorways, nor any doubts about whether we will be able to pay for their maintenance. It is assumed that we need them, and that’s it – another dogma. – Building new railway lines is too expensive, it is better to modernise the existing ones. Experiences related to many railway projects completed within the current budget (2007-2013) should provide enough evidence to know this is not true. The aim of modernising railway lines for passenger transport is not to increase the maximum speed, but to shorten the travel time. In this context, each mi-

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nute of shortened travel time for the modernised E 65 Warsaw-Gdańsk connection will cost us 265 million zlotys (compared to the record travel time from 1993). Similar calculations for the design of the new Y line, according to the IDOM study, show the cost of 122 million zlotys per minute for the Warsaw-Wrocław connection (in relation to the travel time of 3 h 30 min after the proteza koniecpolska rail link has been completed) and 236 million zlotys per minute for the Warsaw-Poznań connection (in relation to the current travel time of 2 h 30 min; and remember that to complete the modernisation of E 20 some several hundred million zlotys will still need to be paid). Expectations of goods carriers as to the railway line parameters after modernisation are completely different, but meeting all of these requirements will not be cheap either, as has been shown by feasibility studies for C-E 65 and iC-E 59.

120 to 130 kph, but as we have seen earlier it requires expensive modernisation. Only the maximum speed of 250 kph, which translates into commercial speeds in the range of 170 to 190 kph, could beat the road transport. Considering the size of our country, this speed would be fully enough for internal travel. Why am I writing about these dogmas with such sarcasm? Because my experience shows that railway projects are usually planned by politicians, especially those active in regional politics, and Internet forum users. It is high time for this work to be taken over by highly experienced, qualified group of experts. Sadly, history likes to repeat itself, and the lack of proper planning of railway projects is not only typical of our times. In his book Rozwój i regres sieci kolejowej w Polsce, Zbigniew Taylor describes the interwar period in the following way: “Seeing the chronic lack of funds,

Sadly, history likes to repeat itself, and the lack of proper planning of railway projects is not only typical of our times. – Poland is a small country. 120 kph without slowdowns is perfectly enough. The commercial timetable speed which a regularly travelling passenger train with the maximum speed of 120 kph can achieve is 80-90 kph – taking into consideration indirect stops, unavoidable continuous speed limits, and necessary extra travel time. The same speed can be obtained while travelling by car, with a relatively good motorway and expressway network, including necessary stops on the way. Furthermore, if you travel by car, you can start the journey any time you like, drive straight to your destination, comfortably load your luggage, and you do not travel with any strangers. I am afraid that regenerated rail with 1980s’ parameters will not provide much competition these days. The speed of 160 kph – a standard on main rail lines in Western Europe and the target on many lines modernised in this country – ensures the commercial speed of

the management of the Polish Railways should have prepared a detailed development plan. This never happened, and projects were carried out based on day to day needs. As a result, some projects went on for years and failed to yield expected economic and social benefits”. The author’s assessment of the post-war rebuilding and modernisation planners is no better: “Although Łopuszański’s plan failed to come to fruition (except for very few sections), it was the only proper target set for the Polish railway network. Unfortunately, the above examples show that there was no coherent concept for the development of railways after World War II and that any works were done based only on immediate needs. Moreover, the entire system is not only far from optimal but even rational”. The majority of this ‘far from optimal and even rational’ railway network is still being used today. The 2014-2020 European Union budget funds may be our last chance to make a meaningful improvement.

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ITS – is already out of date The time has come for the Intelligent Cities… and intelligent public transport. Are ITS (Intelligent Transportation Systems) only modern systems managing public transport? Or maybe ITS stand for the Intelligent Cities? Is public transport also “intelligent”? In the last 2-3 years, the idea of intelligent transportation systems gained huge popularity in Poland. This comes together with EU infrastructure funds supporting initiatives in cities and agglomerations. In old EU countries, USA, Canada or Japan, ITS type solutions have been developed for a several years. Nowadays, countries which h a d

Jarosław Kowalski, 1997, Graduate of the University of Warsaw and the Warsaw School of Commerce. On the railway market since 2000. Currently – Manager of Service Planning Department in PKP Informatyka Ltd. In his career he was holding positions of: PKP Intercity S.A. ICT Office Director, Business Unit Manager in Scheidt&Bachmann Polska, IT Manager in Dworzec Polski S.A., Project Manager in PKP S.A. Responsible for the series of IT system implementation, such as Oracle e- Business Suite, Sale systems – stationary, Internet, ticket machines, Passenger Information Systems – e.g. Warszawa Centralna and Poznań Główny Railway Stations, ICT solutions dedicated for the transport and public market in different implementations.

already implemented ITS go even further and focus not only on intelligent managing of public transport – this is the idea of the Intelligent Cities. One can assume that such integrated solutions for processing information about tram, bus and regional rail services connecting them with, e.g. traffic control system and crisis management system, will soon be introduced in Poland.

• infrastructure maintenance/development management; • data management and telecommunications. Since we already know what ITS are, we can easily look into the future and consider further steps to be taken in this regard. As in the case of the term “cloud” which became popular in IT and stands for a group of network-available servers and systems connec-

As far as IT is concerned, always when many solutions are merged into one common organism, integration is most highlighted, i.e. knowledge and technologies on how to effectively combine a wide range of systems so that they cooperate with each other in a stable and effective way. To take a closer look at the issue of “intelligent” solutions supporting processes of widely described public transport, first we have to understand its definition and explain what ITS really are. According to the definition of ITS Polska association, the systems include: “a wide range of different technologies (telecommunications, IT, automatic and measuring technologies) and the techniques of management used in transport in order to protect lives of traffic participants, improve the effectiveness of transportation system and to protect natural environment resources”. Typical ITS components can be classified in the following groups: • traffic control system; • electronic toll collection system; • information for passengers; • safety, rescue and crisis management; • law enforcement support;

ted into one organism capable of providing its users with a range of services, the same applies to modern telematic solutions supporting transport and spatial development processes. Next versions named ITS and Intelligent Cities come with a certain added value achieved through the integration of selected solutions into one organism (system), which solves problems and renders more and less comprehensive services for a specific area or a group of business, process, logistics, management areas, etc. As far as IT is concerned, always when many solutions are merged into one common organism, integration is most highlighted, i.e. knowledge and technologies on how to effectively combine a wide range of systems so that they cooperate with each other in a stable and effective way. The second and probably equally important element are

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RAILWAY REPORT integration standards allowing particular ITS implemented in particular cities and agglomerations to cooperate with each other in the future. For this purpose, technologies of the Enterprise Service Buses are used where PKP Informatyka constantly develops its competences in terms of specific

telligent communication”. In my opinion, we should define architectural standards for the intelligent transport manifesting concepts of ITS, Intelligent Cities, railways intelligent systems and integration principles of IT systems as soon as possible. Although there are many such standards in the

G F

A C

however, taking into account the fact that there are already some specialist centres and institutes dealing with this issue and IT integrators experienced in building intelligent integrated solutions, there is no obstacle to build the High Level Design concept that would point the direction.

ESB

G F

General ESB (Enterprise Service Bus) idea according to which many solutions and applications are combined using one engine in order to facilitate their communication, simplify managing of the entire system and ensure scalability and standardization. Source: http://nl.wikipedia.org/wiki/Enterprise_service_bus

area solutions – Transport, Forwarding and Logistics, as well as ITS solution integration. The best examples are integration solutions for ITS or specific area systems, such as Elektroniczny List Przewozowy (Electronic Consignment Note) for the cargo transportation area based on the WSO2 Enterprise Service Bus or integrated sales systems in which Oracle SOA Suite integration platform was implemented. Technologically ESB guarantees also a comprehensive approach to Transport, Forwarding and Logistics and ITS solutions along with the existing managing solutions, such as ERP class systems (integrated company management system), databases, IT infrastructure and the combination of various protocols and standards. Regardless of the technology, we should think about further steps to be made in the public transport area. It seems that the most sensible choice is to follow some success map, i.e. to determine clear principles concerning the ITS standard, the Intelligent City standard, and then the standard of “domestic level in-

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world, unfortunately in Poland all projects based on these concepts are implemented as isolated systems without the possibility of further integration and exchange of information between the existing specific area and agglomeration solutions. This is clearly demonstrated on the examples of the current projects (e.g. ITS Poznań initiative, Silesian Card of Public Services of the Municipal Transport Associa-

We have to consider the idea according to which ordering parties (e.g. individual carriers, local governments, provinces) shall communicate with each other at the guideline development stage for integrated transportation systems. This would allow the existing competence centres to initiate their business, hold a dialogue and put the theory into practice, i.e. into implementation projects.

Regardless of the technology, we should think about further steps to be made in the public transport area. tion of the Upper Silesia Industrial Region, ITS Legnica, Railway Passenger Information Systems, purchase of trams and buses in Warsaw and other cities). It is worth mentioning, that the engineering capacities, ensuring both IT systems integration and good practices concerning the architecture of transportation systems, exist. It is unlikely that a detailed engineering architecture of transportation systems will be prepared in Poland in the foreseeable future,

Analyzing the market of intelligent transportation supporting solutions and the area of city management systems, and being a participant of this market at the same time, we can come to the following conclusions: • The difference between ITS, Intelligent Cities and integrated solutions for Transport, Forwarding and Logistics varies and often depends on particularistic needs and – which is not a secret – on EU funds.

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Source: Software AG http://www.softwareag.com/corporate/products/wm/integration/products/ai/how_it_works/default.asp

• Despite the engineering capacities and various institutes, clusters, associations etc. existing on the market, contrary to the old EU countries, so far we have not managed to build in Poland anything similar to the referential architecture, i.e. a guideline to indicate a proper direction of development and integration of transport systems.

• Irrespective of objective problems, it was possible to launch several agglomeration projects which will certainly generate the added value in the future (currently under implementation). • There are many large projects to be completed, such as plans of the General Directorate for National Roads and Motorways concerning the

In my opinion, we should define architectural standards for the intelligent transport manifesting concepts of ITS, Intelligent Cities, railways intelligent systems and integration principles of IT systems as soon as possible. • A significant number of buses are or have been purchased in numerous cities in Poland, however in most cases there was no integration with traffic control systems (where they exist) or no such systems were built in order to facilitate the use of new vehicles.

ciples and standards or to find a common ground before launching many of the aforementioned processes, we still have time to define the target, i.e. an access path and engineering idea which will make the solutions compatible with each other in the future. • Regardless of particularisms which are a completely normal thing and shall not disappear, we can select a few referential solutions within the ITS and Intelligent Cities and some referential technologies concerning integration, and follow them when developing new projects in order to make individual isolated engineering solutions cooperate with each other in the future, and, wherever possible, to ensure integration and generate the added value referred to in the said idea of Intelligent Transportation Systems described herein. One should also consider implementation of such public transport planning system, according to which means of communication would be supplied and solutions for optimizing public transport in cities and agglomerations would be created or developed at the same time. The said integration and employment of suitable tools, methods and standards will certainly ensure stable development of solutions supporting public transport and its functions. Jarosław Kowalski

motorway and expressway management system, plans of communication integration in particular agglomerations, ambitious PKP plans and new tenders issued by local governments. • Conclusion? If it was not possible to prepare common prin-

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Passengers’ issues at As a rule, passengers’ issues at the International Union of Railways (UIC) are handled by the Passenger and High Speed Department. Obviously, these issues are also the responsibility of other UIC Departments, such as Department for Technology and Safety (special focus is placed on passenger, personnel and railway assets safety and the safety of outsiders remaining on the railway premises and in rail vehicles); Department for Railway Transport Safety – issues related to the safety of the rail traffic, including railway transport safety management systems, which is related, in an obvious way, to passenger transport; Department for the Environment concerned with the railway (including passenger railway) impact on the natural environment; Department for Trainings which handles all issues related to trainings, improvement of professional qualifications of railway personnel etc., including passenger railways. It should be also mentioned that UIC divided companies from the ra-

ilway sector according to different regions: Europe, Asia, Middle East, Africa, North America and Latin America. Obviously, passenger traffic in each of these regions is different in character. One should remember that the relation between UIC and its members, i.e. railway undertakings (including mainly infrastructure managers (IM) and railway carriers (RU)) is that of voluntary and active commitment to the association’s works devoted to development of railway transport, including normalization. Therefore, the association’s work would not be possible without commitment from all members of the association. As far as passenger transport issues are concerned, UIC members are divided into four workgroups devoted to fulfilment of specific tasks.

• Classification of the issues pertaining to operation of high speed rail and qualified railway carriage (IC and related); • Arranging cooperation between railway undertakings and railway infrastructure managers in the area of development and operation of high speed rail and qualified railway carriage; • Cooperation with all companies from the railway sector in the field of broadening experience and knowledge of operation and development of high speed rail and railway qualified carriage (IC). Now, the workgroup is working on the manual devoted to IC trains and other trains of similar category, as well as taking high speed rail as its subject. A report is being developed on the impact of high speed rail on the tissue of the largest Eu-

A report is being developed on the impact of high speed rail on the tissue of the largest European and world’s cities. 1. Intercity and High Speed Rail Workgroup. This group is led by Leboeuf – representative of the SNCF railway (France). Its actions are centred mostly on technical matters related to operation and development of high speed and conventional intercity rail, i.e. fast transport using IC and related trains between large cities and urban areas. The group’s tasks involve in particular: • Exchange and collection of information on how the qualified railway carriage sector and high speed rail are organised and how they operate and the information on the technology applied in the sector; • Provision of advice, consultancy and support to initiate development of high speed rail and the qualified passenger carriage sector (IC and related); • Actions to work out solutions to problems within the qualified railway carriage sector and high speed rail;

ropean and world’s cities. 2. Commercial and Distribution Group. This Group is led by M. Giesen from DB AG. It is concerned with the issues of tariffs, prices, ticket distribution systems and settlements of revenue from transfer of passengers from one carrier to another. It is clear to see that the Group’s works overlap the works of other groups in terms of their subject matter. What passengers take into account when opting for trains are the timetable, travel times, comfort and, obviously, safety. What is more, it is the price and the fact that passengers can obtain tickets or change ticket details very easily, as well as the clear presentation of ticket rates that determine whether or not they choose to go by train again. Currently, the Group is working on the standardization of the tariff systems and the commercial systems enabling ticket sale and settlements between carriers.

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RAILWAY REPORT 3. Stations Manager Global Group. This Group is led by C. Ventura (ADIF – Spain). It is concerned with the issues relating to railway stations with a focus on the role of a railway station as a starting and end point of travel and as the place where passengers change trains, buy tickets, change ticket details and return their tickets or do other travel related activities (such as luggage registration, leaving luggage at a left luggage, assisting disabled people or people with restricted mobility); and where passengers can obtain information on their travel. The Group’s focus is also on architectural and functional issues, as well as on planning

and implementation of projects related to railway stations. A railway stations is considered here as an important link in the logistics chain related to transport of passengers over long and short distances, as well as a public uti-

ding in particular: • Organizational solutions for companies providing regional and commuter passenger transport services; • Issues relating to commuter and regional transport services

What passengers take into account when opting for trains are the timetable, travel times, comfort and, obviously, safety. lity building housing offices where people can do their daily errands. 4. Commuter & Regional Train Services Group. This is a group that I myself am pleased and proud to lead from July this year. It is working on the issues of commuter and regional carriage, inclu-

provided as part of public service obligation (PSO); • Methods whereby to contract out fulfilment of tasks related to transport services provided as part of PSO; • Regional and commuter passenger transport in accordance with the Railway Package;

UIC regions: Europe, Asia, Middle East, Africa, North America, Latin America

Intercity and High Speed Group – M. Leboeuf (SNCF)

Commercial and Distribution Group – M. Giesen (DB)

General Meeting of the Passenger Railways – M. Descheemaecker

Commuter and Regional Train Services Group – B. Buczek (PKP SKM)

Stations Manager Global Group – C. Ventura (ADIF)

Areas of cooperation

Steering Committee of the Most Senior Railways Management

RAILWAY REPORT 2014

Other UIC Departments

RAILWAY REPORT • Issues of ticket distribution – an area shared with the Commercial & Distribution Workgroup; • Issues related to international regional transport; • Issues of services to disabled passengers and passengers with restricted mobility in regional and commuter transport. The Group has made a recent attempt at introduction of a uniform definition of regional and commuter transport. On many occasions, the two transport categories are considered to be similar to each other. However, they have different characteristics, although they share some similarities. Quite frequent are cases, including in the Polish railway sector, where railway undertakings provide transport services in both categories, as well as the cases where, to some extent, regional transport services are provided by the commuter transport sector. Nevertheless, these are mostly separate segments of the market and there-

fore at least some legal regulations (including standards) concerning each of them should be different. The second important Group’s undertaking is preparation of the Regional and Commuter Railway Manual containing characteristics of respective commuter and regional carriers and the countries and regions where these carriers operate. In particular, the subjects here are the possibility of entering the market by other players, options for procurement of an order for performance of tasks as part of PSC contracts, the level of market competitiveness, the entity responsible for market regulation, protection of competition, authority competent for awarding a PSC contract etc. The Group has been supervising the works related to the Fourth Railway Package. I proposed at the last Group’s meeting that the Group create a Good Practice Code related to services to disabled people and people with restricted mobility. The prac-

tice shows that the existing Regulation 1371/2007 of the European Parliament and of the Council (dated 23 October 2007 on rail passengers’ rights and obligations) is ambiguous. Market regulators and companies from the sector have interpreted some of the Regulation’s provisions differently, which results in the application of different standards of services in respective countries. The issues assumed by the Group shall be presented in subsequent publications. Workgroups are interacting with each other, exchanging experience and sharing necessary information. It is a continuous process implemented with much help from the Management and Employees of the Passenger Department and the High Speed Rail. The platform for exchange of experience and solving common problems is the General Meeting of the Passenger Railways led by M. Descheenmaecker. Bartłomiej Buczek

RAILWAY REPORT 2014

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Odlewnia żeliwa METALPOL Węgierska Górka Sp. z o.o, która w roku 2013 obchodziła Jubileusz 175-lecia istnienia, od wielu lat jest dostawcą wyrobów żeliwnych dla potrzeb kolejnictwa, zarówno w Polsce, jak i za granicą. Produkowane przez nas wyroby wykonywane są głównie z żeliwa sferoidalnego EN GJS 500-7 zgodnie z wymaganiami jakościowymi i obowiązującymi standardami rynku kolejowego. Wychodząc naprzeciw potrzebom sektora, Firma wdraża nowe technologie, rozwija i doskonali produkty, zwiększając równocześnie swe moce produkcyjne. Jednym ze znaczących wyrobów produkowanych w ilościach masowych dla potrzeb rynku kolejowego jest kotwa, stosowana do mocowania szyn w podkładach strunobetonowych. METALPOL jest jej największym producentem w Polsce. Produkujemy również podkładki żeliwne do rozjazdów kolejowych różnego typu oraz komponenty stosowane w pojazdach szynowych – wagonach, lokomotywach itp. Do naszych odbiorców w kraju należy większość wytwórni podkładów strunobetonowych, a za granicą – odbiorcy z Anglii, Czech, Francji, Rosji, Szwecji, Ukrainy i Kazachstanu. Firma posiada Certyfikaty Zintegrowanego Systemu Zarządzania: ISO 9001:2008, ISO TS 16946:2009 oraz ISO 14001:2004, zatrudnia blisko 300 wykwalifikowanych pracowników i realizuje roczną produkcję 16 tysięcy ton odlewów z żeliwa szarego i sferoidalnego.

RAILWAY REPORT 2014

Cast iron foundry METALPOL Węgierska Górka Sp. z o.o., celebrating its 175th anniversary in 2013, for many years has been a supplier of cast iron products for the needs of railway industry both in Poland and abroad. Our products are mostly made of spheroidal graphite iron EN GJS 500-7 according to quality requirements and standards applicable in the railway market. Accommodating the needs of the market segment, our company implements new technologies, develops and improves products, at the same time increasing its production capacity. One of our major products manufactured on a mass scale for the needs of the railway market is a rail fixing anchor for use with pre-tensioned prestressed concrete sleepers. METALPOL is the largest manufacturer of such anchors in Poland. We also produce cast iron crossover plates of various type and components used in rail vehicles - wagons, locomotives, etc. Most manufacturers of pre-tensioned prestressed concrete sleepers from Poland are our customers. We also sell to buyers from the UK, Czech Republic, France, Russia, Sweden, Ukraine and Kazakhstan. Our company was awarded Integrated Management System Certificates: ISO 9001:2008, ISO TS 16946:2009 and ISO 14001:2004. We employ nearly 300 high-skilled workers and produce 16 thousand tonnes of grey iron and spheroidal graphite iron castings a year.

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PLASTWIL – complex solutions Plastwil is a dynamically developing family-owned company based on Polish capital, conducting its activities in the scope of manufacturing of plastic elements and metalworking for the railway industry and others. 1. The SB resilient fastening system – the SB system used in Poland on lines with speeds of up to 250km/h. The system’s main advantages include high durability during use and suitability for high-speed rail. An important feature of the system is the lowering of the noise level inside passenger cars. The system includes the following fittings: • PKW rail pad • WKW electro-insulating hold down parts • SB4 or SB7 tension clamps • SB3/3 anchor for resilient rail fastening after mechanical working.

Izabella Wałkowska – President of the Board

Throughout the 30 years of conducting the activities, we have become a modern enterpriseviewed as the leader in the Polish market, among manufacturers of materials for railway surfaces, especially elements for fastening rails to ties. The innovation of our company is confirmed by the granted protective rights for inventions and utility models of plastic elements for fastening of rails as well as other technical products. For many years we participated in the development and introduction of new solutions and the high quality of our products is confirmed by test results and the obtained attestation and certificates issued by notified technical and research bodies in Poland and Europe. The idea of a reliable and professional company providing complex customer service in the scope of manufacturing and sales is executed by us in practical activities. The fastening systems for fitting railway surfaces to pre-stressed concrete ties, manufactured in Plastwil, include:

• SB3/3 anchor for resilient rail fastening after machining.

2. The SB W1 resilient fastening system – is an optimised version of the SB fastening system, in which the PWE pad was designed and manufactured by Plastwil. It’s advantages include a very good capability to suppress impact loads equal to 54%, thanks to which it is classified to the high vibration suppression in accordance with the requirements of the EN-13481-2:2012 standard. The SB W1 resilient fastening system passed the utility tests and the PWE pad designed by Plastwil is has been used in Poland since 2006.

3. The SB W3 resilient fastening system – this system is another modification of the SB fastening system, in which all of the rail fastening elements were designed and manufactured by Plastwil. The SB W3 resilient fastening system is characterised by an optimised grip for rail fastening. The SB8 clamp can be used interchangeably with the SB4 and SB7 clamp. It’s other advantages include the substantially improved fastening quality in the fastening junction in comparison to other clamps. Thanks to the unique structure of the clamp, it was possible to obtain a smaller variation of the clamp’s clamping force as a result of presence of recurrent loads, which guarantees the stability of its properties during long-term use and prevents automatic loosening. The second modified element of the SB W3 system is the WIW electro-insulating hold down part. Thanks to its decreased weight and asymmetric shape, it was possible to significantly lower the utility costs of the system in which it is used, without losses in the utility parameters. Thanks to the combination of

The system includes the following fastenings: • PKW rail pad • WKW electro-insulating hold down parts • SB4 or SB7 tension clamps

the PWE pad and the SB8 resilient clamp, it was possible to obtain very a good capability to suppress impact loads equal to 61.2% The system includes the following fastenings:

RAILWAY REPORT 2014

RAILWAY REPORT • PWE rail pad, • WIW electro-insulating hold down part, • LIW/SB8 cross clamp, • SB3/4 type anchor. 4. W14 system – a worldwide verified system of fittings. In the W14 system, the rail is fastened using resilient, W-shaped clamps. The fastening also includes bolts and the Wfp 14K 12 pad. The rail is supported by a flexible pad. Its main advantage is the easy assembly and ability to execute pre-assembly on a tie of the system’s main elements prior to transport to the construction site. Another advantage of the W14 system is the unique structure and profile of the Skl resilient clamp, which limits the rotation of the external rail in small-radius curves. The system includes the following fastenings: • Wfp 14K 12 angle guide bar • Zw900/Zw700 rail pad • SKL14 resilient clamp • Sdu25 dowel • Ss35 + ULS7 rail screw. The system is laboratory tested and has an EC declaration.

Other elements for rail fastening in Plastwil’s offer: • insulation elements: – crosswise insulation rail pads, – longitudinal insulation pads for 49 E1 rails, – longitudinal insulation pads for 60 E1 rails, – insulation sleeves, • wide range of rail and tie pads: – B and D rail pad, – R type rail pad, – pad for classic fastening of the 60 E1 rail for concrete ties, • pads for railway switches, • holders with dowels, • B and C type bolt dowels, • four-split dowels for tie renovation, • dowel stoppers,

• PUR stoppers for approach slabs, • PE caps. We provide our clients with complex servicing in the scope of designing, distribution and logistics. Our own designing office, toolroom services and mould designing are at the disposal of our client. We invite You to the Plastwil’s stand during the InnoTrans International Trade Fair in Berlin! Hall 22 stand no. 505 PLASTWIL Spółka z ograniczoną odpowiedzialnością Sp.j. 64-850 Ujście, ul. Wierzbowa 2 tel. +48 67 284 07 40 e-mail: handel@plastwil.pl www.plastwil.pl

Whether in Riyadh, Milan or Oslo, Mitron provides you with the best in public transportation information systems and modern display solutions.

Information solutions for tomorrow’s passenger

Mitron’s proven and reliable products and systems will satisfy all of your public information needs, whether they are for on-board, railway or display solutions.

Meet us at InnoTrans, stand 310, hall 2.1. www.mitron.com

RAILWAY REPORT 2014

We offer a wide range of high-quality products and systems from high-quality displays to comprehensive and integrated systems for public address, intercommunication, CCTV and entertainment in trains, trams and metros, as well as advanced station management systems and displays for railway and metro stations. Our solutions are used in a number of railway and metro stations across Europe. We are the preferred partner of many railway integrators and network operators worldwide. Our systems are running in over 500 railway vehicles in more than 20 countries.

P.U.T. GRAW Sp. zo.o. – 23./204 Greenbrier Europe Wagony Świdnica S.A. – 3.2/303, Outdoor G1/7, G3/30 GUSS-EX Sp. z o.o. – 8.1/314

Gerdins Cable Systems Sp. zo.o. – 10.1/309

AXTONE sp. z o.o. – 1.2/308 CENZIN sp. z o.o. – 22./604 CHEMET S.A. – 3.2/112, Outdoor G10/25 Crystal Traktor Krzysztof Puławski – 5.2/113, Outdoor G1/33 Drukarnia Częstochowskie Zakłady Graficzne Sp. z.o.o. – 7.1A/306 DYSTEN Sp. z.o.o. – 4.1/104 EC Engineering SP. Z.O.O. – 6.2/406 Zakład Maszyn Elektrycznych EMIT S.A. Cantoni Group – 18./109 ZEP Enika Sp. z.o.o. – 14.1/304 SMiOC FRENOPLAST Bulhak i Cieślawski S.A. – 1.2/201 Gdańsk International Fair Co. – 17./226

ATI ZKM Forging Sp. z o.o. – 8.1/112

MTL Asco Rail Sp. z o.o. – 23./707 Astat Sp. z.o.o. – 23./609 ASTROMAL Sp. z.o.o. – 5.1/308

Addit Sp.zo.o. – 8.1/232

SZTK TAPS-MACIEJ KOWALSKI – 3.1/309 TELEKOM-OLESZNO Sp.zo.o. – 11.1/308 Thoni Alutec sp z.o.o. – 8.1/207 ThyssenKrupp GfT Polska Sp.zoo. – 21./312 Tines S.A. – 25./315 TM Technologie – 5.1/413 Track Tec S.A. – 26./242 TransComfort Sp. z o.o. – 9./501 WICHARY TECHNOLOGIES Sp. z o.o. – CityCube A./405a Woltan Zakład Aparatury Elektryczny – 23./609

Pw Maximus Piotr Maksymow – 18./411 Medcom Sp z o.o. – 17./226 METALPOL Węgierska Górka Sp. z o.o. – 22./401 Newag SA – 3.2/402, Outdoor G4/22, G4/5, G5/22 NOVAMEDIA Innovision Sp. z o.o. – 2.1/317 Odlewnia Żeliwa Bydgoszcz Sp z o.o. – 1.2/216 Odlewnie Polskie S.A. – 8.1/104 Plasma System S.A. – 8.1/313 Pojazdy Szynowe PESA Bydgoszcz SA Holding – 4.2/303, Outdoor FB/14, G1/1, G7/21 POLMOR Spółka z o.o. – 15.1/208 Polska Izba Producentów Urządzeń i Usług na Rzecz Kolei – 23./609 Ponar Sp. z.o.o. – 9./211

– Polish Chamber of Railways Members

ZNTK Oleśnica S.A. – CityCube B./420

NEEL sp. z o.o. – 11.1/113 Radioautomatyka Sp. z o.o. – 6.1/210 Rafamet S.A. – 22./602 Solaris Bus & Coach S.A. – CityCube A./301, Outdoor FB/16 Śrubena Unia S.A. – 23./405 Ster Spółka z o. o. – 1.1/407 Takoni sp. z o.o. – 8.2/318

PROMOCJA Andrzej Wójtowicz – 22./804

23 – 26 Sept ember 2014

InnoTrans 2014

Instytut Kolejnictwa Jednostka Badawczo-Rozwojowa – CityCube A./413 Kabel-Technik Polska Sp. z o.o. – 11.1/214 KOLSTER Sp. z.o.o. – 21./106 Koltech Sp z.o.o. – 22./803 Krause Innowacje w budownictwie Sylwia Krause – 5.1/407 Kuźnia Glinik Sp. z.o.o – 8.1/311 KUŹNIA Ostrów Wielkopolski SP. z.o.o – 23./609 LiuGong Dressta Machinery Sp.z o.o – 20./401

POLISH COMPANIES AT INNOTRANS 2014

Hall 23, stand No 609

Polish Chamber of Railway

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City Transfer

Hotel Transfer

Airport Tegel – Expo North Flughafen Tegel – Expo Nord Airport Tegel – Expo South Flughafen Tegel – Expo Süd Airport Schönefeld – Expo North Flughafen Schönefeld – Expo Nord Airport Schönefeld – Expo South Flughafen Schönefeld – Expo Süd

East Entrance – Outdoor display Eingang Ost – Freigelände

South Entrance – East Entrance Eingang Süd – Eingang Ost

Fairground Shuttle · Geländeshuttle Fast Shuttle Outdoor display – Hall 18 Freigelände – Halle 18 South Entrance – Hall 20 Eingang Süd – Halle 20

M3S

M3N

M2S

M2N

Olympischer Platz P+R

Shuttle Lines · Shuttle Linien

Business Lounge (Marshall-Haus) Press center Pressezentrum Restaurant „Oktoberfestzelt“ Meet’n’Eat

Career & Education Hall

PTI Hall Forum PTI-Hallenforum Speakers‘ Corner

InnoTrans Convention

Opening ceremony Eröffnungsveranstaltung

Special Gauge display

Outdoor display Gleis- und Freigelände

Public Transport

Tunnel Construction

Railway Infrastructure

Interiors

Railway Technology

Hall 23, stand No 609

Polish Chamber of Railway 23 â&#x20AC;&#x201C; 26 Sept ember 2014

InnoTrans 2014

TEMAT NUMERU

w w w . n e e l . c o m . p l

Przedsiębiorstwo Wdrożeniowo-Produkcyjne 02-817 Warszawa, ul. Białozora 3 e-mail: neel@neel.com.pl; www.neel.com.pl

ników Centrum Naukowo-Technicznego Kolejnictwa (dziś:

The NEEL company (Pr zedsiębiorstwo Wdrożeniowo -

rozwiązań oraz wytwarzanie systemów automatyki mikroprocesorowej dla potrzeb zasilania trakcji elektrycznej 3kV oraz 600V the-art traction stations equipment

trakcyjnych najnowszej generacji, -

called „distributed intelligence”

magistrali informatycznych typu CANpodstacji trakcyjnych PKP pracuje

Polish State Railways successfully operate using our automatic control systems.

automatyki. wych PKP system kontroli ogrzewania

and air-conditioning control system for MSOW-type passenger carriages.

stykę oraz wstępne podgrzanie lub wychłodzenie wagonów oczekujących

holding stations, enables diagnostic

along railway tracks. The units were

line section between Mińsk Mazowiecki

pomiędzy Mińskiem Mazowieckim

Subsequently, they were installed

– Petersburg oraz Petersburg – Helsinki. Posiadamy zatwierdzony przez organizację ISOQAR System

St. Petersburg – Helsinki.

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The First Polish Tram Simulator – NGT6Kr Genesis of the project The idea to build Poland’s first tram simulator was born in early 2006. The choice was to have a tram because such a simulator in Poland had not yet been present. In Poland, there are several simulators related to transport: In Warsaw, the company called CS Consulting and Training possesses a professional EP09 simulator of an electric locomotive, the Institute of Road Transport owns a professional truck simulator, in the Gdynia Maritime University there is a professional ship simulator. Simulators of car rides are also present in some training centers for drivers. These are only examples of the most well-known constructions. One should note that these solutions are based on computer programs, mostly

Photo 1 – Cabin of the tram NGT6 simulator in IPSz PK

made by Western companies, only with some branches in Poland. NGT6 tram simulator is a full-Polish product. The main objective of this project was to create a realistic training simulator for driving trams, which is to consist of three basic components such as a fully equipped cabin in 1:1 scale built to look as a real one, a computer si-

mulation program for events and driving in city traffic with a scenery projection system and an instructor’s position from which one can affect the process of the simulated events in the course of training. Assumptions and description of the project The first and essential decision which had to be taken prior to the physical implementation of the project involved a tram type which was to be simulated. It was decided that it should be a vehicle manufactured more recently, in which modern technology was applied. The idea was that the simulator could be used for a long period in parallel with the operation of the tram, which would not be possible in the case of a simulator of such as wagons as 105Na whose exploitation in Cracow is coming to an end, and in other cities this type of trams due to their age and uneconomical technical solutions will also be withdrawn from traffic in the coming years. Since in those years (2006) one of the most modern trams in Poland in Cracow were the Bombardiers NGT6, and the originator, i.e. the leader of the project comes from Cracow, it was decided that precisely this type of tram will be simulated. Polish rail industry (including PESA, NEWAG, FPS) only started competing with their projects and implementations of trams so it was not possible to take a quick resemblance of a modern Polish tram production, which is still deeply regretted by the authors. The authors had established contact with the Cracow tram carrier, which responded favorably to the idea of implementing such a project and works closely with the developers at its development. Thanks to cooperation with MPK, we managed to reproduce the cabin and its operation in accordance with the reality, and as the first measurements were carried out in the wagon No. 2001, such a number was

given to the simulator cabin. During the development of the objectives of the project authors decided that the simulator cab would be constructed as the real one without using the original components, which significantly contributed to lowering the cost of construction while maintaining the look and feel of realism. During the clarification of the scope of the design work, it was decided that the simulator cab would be made exactly as the original, not only from the inside (driver’s desk, windows, ceiling, driver seat), as is the case of conventional simulators, but also from the outside. This solution resulted in the fact that the cabin can be further used as an interactive exhibit. According to the reality, it also has operative outside lighting, indicators, etc. The simulator control has been designed and constructed so that the cabin has a control system independent of drive simulation. Therefore, all cabin functions (the so-called automatics of the tram operation), so the driver’s desk and accessories operate independently even when the simulation program is not running. It is enough to connect the cabin to 230V and you can familiarize yourself with the actual operation of the tram. In this mode, the cabin was presented, inter alia, during an exhibition in the Museum of Municipal Engineering (where, for a certain period of time, it was also built), during the “Earth Day” on the presentation stand of MPK SA in 2008 and during the Open Day of the tram depot “Podgórze” in Cracow. Switching to its simulation mode takes place automatically when you connect the main computer simulation via the LAN to the cabin. Simulator’s cabin The cabin, which is shown in Photo 1, is constructed of steel and wood with the use of plastic materials. Windows are made, for safety reasons, of transparent plastic (Plexiglas).

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RAILWAY REPORT Driver’s desk is made of wood and shells based on epoxy resin. The outer sheathing are wood-based panels. The chassis is fitted with wheels, enabling the cabin to be rolled over short distances. Electrical system designed for the needs of the simulator consists of approximately 700 meters of electric wires and a power supply unit, microprocessor modules, relays, electrical connections and communication. The heart of the electrical system is it rear cabinet. Some cab-mounted components are also responsible for resembling the actual noises of the tram. In the cabin there are three sets of speakers mounted, the first of which emits the surround driving noise and the sounds of the city traffic, the other is responsible for the sound system of passenger information, including the announcement of stops, and the third for the sound of the radiotelephone. In addition to the speakers to enhance the realism of the simulation noise, the makers of the simulator provided the appropriate places in the cabin with such elements as, among others, bells, buzzers, and appropriately selected mechanisms driven with motors. These elements mimic the operation of the tram components such as its external ring tone, sandbox compressors, interference and deadman signals, spray pumps, traction motors’ noises and inverters’

Photos 2 – Driver desk of the tram NGT6 simulator in IPSz PK

noises, etc. Speakers and components are built to imitate the sounds in those places where the real sounds of the tram come from. Also, All devices are also installed in the driver’s desk (Photo 2), e.g. panels with accessories (power controller, inversor, buttons, light switches, etc.), together with the mechanisms needed to resemble their actual operation are designed and manufactured specifically for the simulator according to the original ones. This significantly reduced the cost of the project while maintaining the resemblance of the actual operation of these components. The cabin also includes a ven-

tilation system being in line with reality and, ultimately, the authors provide additional retrofitting it with a heating function. Thanks to the real look of the cabin outdoors, during training and demonstrations, one can also take a look at the operation of external lighting – the configurations of the exterior lights. As the actual Bombardiers are equipped with twilight sensor lighting, the same solution was implemented in the simulator cabin – such a sensor, further cooperating with the simulation program, was used thereby adjusting the lighting to the desired scenery (day, night, driving in a tunnel, etc.)

Photo 3 – Diagram of the general characteristics of the simulator operation

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Photo 4 – Scenery projection in the cabin

Simulator software For the purposes of the NGT6 simulator, three computer programs were developed. The first is a program that controls the simulator cabin. In the cab there is a specially designed microprocessor communication module mounted, which is connected to the electrical system of the cabin. Signals from individual keypads on the driver’s desk and in the cabin are sent to the module, and then through the RS232 connector to the PC controlling the cabin with the program. The cab computer operates a Linux environment. Control signals from the simula-

which is responsible for the operation of all devices that have an impact on the simulation of the tram and its faults. Hence the cabin without the simulation program is fully independent. The cab control program sends signals about the operation of devices to the simulation program that adequately controls the event in the displayed scene. Fault information or error messages are displayed in accordance with the reality on the screen of the on-board computer on the driver’s desk. The second program is a driving simulation program that visualizes the urban traffic (lanes, streets,

Photo 5 – Single and multi-screen projection

tion and the control program also pass through the communication module as they are sent to the various lights and appliances in the cabin respectively affecting their operation. The idea behind the cab control program was to create a program

rail network, buildings and facilities, traffic, vehicles, etc.) and the very tram ride around the city. This program is also responsible for setting the projection to projection screens positioned in front of the cab. It is suitable for a single, double or triple-screen projection,

i.e., that the projection is provided only onto the screen of the windshield or window screens of the front and side. Ways of projecting driving scenes are shown in Photos 4 and 5. This program has no direct impact on the operation and behavior of devices in a simulated tram as it works as a child of the cab control program. It is fully responsible for the operation of the infrastructure and configures it according to the data received from the cab control program (e.g. controlling crossovers), or the instructor program (e.g. no voltage in the catenary). The creators of the program, before running the simulation work on the NGT6 simulator, in the nineties honed their skills by producing computer games. In Poland, they were the precursors in this field, by programming the then eight, then sixteen bit computers. The foundations of the simulator were created by the work on the research project KBN „Clusterix” – a dynamic processing and visualization of GIS digital maps for distributed systems. A side effect was to write a free-access „Advanced Tram Simulator” (ATS) that simulates the behavior of the tram network and gives the opportunity to drive the Konstal 105Na tram. The program, despite high popularity among Internet users, was not fully fit into to train drivers. It became, however, a prototype test application. It was used in the runtime simulation discussed in this article, presentation and consulting of the project. Work on the ATS significantly broadened the knowledge base of the authors regarding the requirements and implementation of a fully professional simulator. Finally, with the construction of the cabin simulator, work began on a completely new simulation program dedicated to training simulators. The creation of it was made much easier due to the experience that had been gained in the formation of protoplasts. Currently, the program is still being developed with other new features.

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Photo 6 – Instructor’s program interface

The third program is a program through which the instructor supervising the training can affect what happens on the way and the operation of the tram. The program has an impact on the simulation program and the program of the cabin. In communication with the control program the cabin, however, only plays the role of an interference/failure selection interface, because failures are physically realized, as it was mentioned, by the cab control program. By selecting the appropriate tab in the program one can control the weather, mode of operation of traffic lights, or power of the traction. It can also cause common problems and interference with devices that exist on NGT6 trams. This program also allows you to simulate the sounds of passengers coming from the passenger compartment such as the sound of a passenger wanting to buy a ticket. Photo 6 shows the interface of the instructor. Instructor’s position The instructor’s position, which is shown on photo 7, enables monitoring and management throughout the course of training. On the instructor’s position there are computers with programs for the simulation and instruction. The instructor computer’s monitor also displays the view from the camera installed in the cabin (photo 5), due to which you can see live student behavior and driving events. The vision and sound from the cab can be recorded in digital quality in

order to analyze its course after training with an instructor. At the position there is also a dispatching terminal, which enables two-way voice communication with the instructor trainee exactly as it is, in fact, during a driver’s radiotelephone communication with the dispatcher. This terminal makes it possible to recreate the message in the form of a digital recording. The instructor can also “impersonate” a passenger and use the buttons of the door individual opening or the alarm button. They can also pull the emergency brake in the passenger compartment, thereby impacting the tram’s sudden stop. Operation and development The NGT6 simulator is being developed together with the Institute of Rail Vehicles at the Faculty of Mechanical Engineering of the Technical University of Cracow as a science – research project. There are classes taught at the faculty of „Transport” concerning such subjects as „Traffic Engineering” for full-time and part-time stu-

dents. By using the simulator in teaching, students receive practical knowledge of the operation and use of trams as well as urban traffic and rules of construction, operation and maintenance of the track infrastructure, traction and signaling. The simulator also allows you to familiarize students with the rules on the road, and the issue of what aspects should attention be particularly paid to when designing a road systems, urban transport and traffic control systems, etc. The unit is a practical complement to the theory of lectured during classes. Development of the simulator software is practically limited only by your imagination and ingenuity of the creators. You can implement subsequent events that occur or may occur in urban traffic while driving a tram. The programs discussed in the paper are constantly being developed and modified so as to achieve the simulation realism maximally reflected against the reality. Mechanically, the next step will be the development of the simulator driver’s seat design with the function of resembling tilting and vibration. This solution will further enhance the realism of the simulation, while reducing costs and simplifying the mechanical system. This system will be much less developed compared to when the entire cab is subject to its dynamic movement upon the receipt of a close effect. Today’s stage of development of the project beyond the use of the simulator for teaching purposes at the university enables, according to the authors, already conducting pre-training for driving vehicles. It is not just about the drivers’ training, during

Photo 7 – Instructor position

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which they might be familiar with the operation of the tram cab and generally driving in city traffic, but also the very car drivers who, sitting in the simulator, can see what a tram driver’s job involves and how important appropriate behavior towards trams is to ensure safety in urban traffic. At the same time, the object may also be also used for research related to human psychophysical behavior such as emergency situations, or monotonous work, responsibility and stress. The design of the first tram simulator in Poland demonstrates the potential and possibilities of Polish designers. Described earlier intervention logic simulator software is so designed that it can be freely expand and modified it also easily adapted to simulate driving rail vehicles with other than the specifically described. By using two virtually independent programs we obtained a universal solution for a simulation program, which, when changing the type of the simulated rolling stock, cooperates with

a properly adapted for this purpose, cab control program. Advantages of using simulators The advantage of the use of simulators in the training process is primarily security, meaning that students drive no real vehicles but only moves him in the virtual realm, where, with the most modern simulators, the actual vehicle behavior and their sense of operation is reflected in virtually 100%, and eliminated is the possibility of a real dangerous situation. The second issue is the lower cost of operation and maintenance, because it is sufficient to provide a suitable room for the simulator and you can use it regardless of the situation that exists in reality, for example in traffic. It is also necessary to disable the actual vehicle for a period of training and the release of yet another vehicle not supporting the transport work. When using the simulator one can simulate dangerous events that are not possible to be trained, in fact, and make drivers

more aware of certain symptoms of dangerous situations and develop their correct responses. After training on the simulator, driving in a real tram (or any other simulated vehicle) in reality (in the city) is of course necessary already in the final phase of training, and not at the beginning, where the candidate gets to know the basic functions and drive control. Maciej Górowski The originator of the project – the creator of the cabin and the electrical system The Institute of Rail Vehicles of the Cracow University of Technology Tomasz Rogacewicz The main developer of simulation software The State Higher VocationalSchool in Elblag More info: http://www.m8.mech.pk.edu.pl http://www.polskiesymulatory.eu

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Assessment of the Polish Railways UTK’s Supervisory Action Plans and the analysis of the condition of the Polish Railways No doubt, the railways have been underfunded for decades resulting in the poor condition of the railway infrastructure and of the rolling stock. This is reflected by data provided by the largest infrastructure manager according to which 4% of the infrastructure is in a bad condition (needs to be put out of use), 23% is in an unsatisfactory condition and 30% in a satisfactory condition, giving a total of 60% of the infrastructure of which condition can be called into question to a greater or lesser extent. However, such state of affairs does not result directly in lowered safety standards as confir-

vels (European, domestic and internal regulations) and human factors related directly to personnel who performs tasks as part of the railway system. An important role to play here is that of entities operating outside the railway system that both cooperate with this sector (subcontractors and suppliers) and that are fully independent of this sector (road users and pedestrians). In terms of ensuring a desired railway system safety level, there is also a specific role to play by state administration authorities whose tasks involve development and enforcement of regulations.

mited to issues related directly to operation of the railway system, i.e. in particular to operations performed by railways carriers, railway infrastructure managers and users of railways sidings. The key task of the Head in the field of railway system safety monitoring is keeping records and routine analyses of accidents as defined in the Railway Transport Act. Railway incident data are fundamental in identification of worrying phenomena and trends in the area of railway system safety in Poland and in the area of planning and implementation of the relevant supervisory and corrective measures.

Number of accidents per million of train-kilometres

Diagram 1: Accident rate for the years 2008-2013

4,5 4

3,89

4,03

3,86 3,79

3,5 3

3,29

2008

2010

2009

2011

2012

3,41

2013

Source: UTK’s own study based on Railway Incident Register data and carriers’ reports

med by the relevant statistics but only in lower quality of services affecting not only passengers but also logistics sector customers. The railway system safety is always determined by technical factors, i.e. the condition of the railway infrastructure, railway traffic protection equipment and rolling stock, organisational and procedural factors including quality and comprehensiveness of regulations at various le-

To provide a clear presentation of data on safety and safety related trends, the Head of UTK calculates annually the accident rate based on the available data (number of accidents per 1 million of train-kilometres). These data were presented graphically together with the trend line. It should be noted that the scope of competence of the Head of UTK in the field of safety is statutorily li-

I wish to stress that pursuant to the Railway Transport Act and the relevant Community regulations, entities operating in the railway sector are in reality fully responsible for maintaining an appropriate level of safety. For instance, an infrastructure manager, being aware of the condition of the managed infrastructure, is obliged to continuously identify threats/risks and implement solutions to maintain or incre-

Table 1: Railway incidents in the years 2011-2013 INCIDENT

2011

2012

2013

Accidents and serious accidents

849

719

705

CHANGE 2011/2012 CHANGE 2012/2013

- 15,3%

- 1,9%

2. 3. 4.

Incidents Suicides TOTAL NUMBER

285 28 1 162

245 82* 1 046

200 74 979

- 14,0% + 192,9% - 10,0%

- 18,4% - 9,8% - 6,4%

*including two incidents resulting in two people sustaining serious injuries (attempted suicides) Source: UTK’s own study based on Railway Incident Register data

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RAILWAY REPORT Table 2: Incidents in the years 2012-2013 and their consequences with division made into dependent and independent of the railway system

1. 2. 3.

INCIDENT

Number of incidents 2012 2013 Change

Railway system only

339

337

- 0,6%

- 87,5%

- 92,1%

707

568

- 19,7%

260

227

- 12,7%

125

- 25,6%

1046

905

- 13,5%

276

229

- 17,0%

188

- 47,9%

Interaction between the railway system and a third party TOTAL NUMBER

2012

Killed 2013

Change

Seriously injured 2012 2013 Change

Source: UTK’s study based on Railway Incident Register data (majority of incidents, i.e. about 80% are incidents caused by factors external to the railway system)

ase safety level as part of an approved safety management system. Obviously, for each instance where the infrastructure condition is found to have deteriorated, an optimal solution would be taking immediate actions by the manager aimed to bring back design parameters of a given network section. However, we are all aware that it is not possible due to previous negligence which I already mentioned and the required funds. Therefore, as well as numerous repairs and upgrades aimed to bring the infrastructure to its proper condition, the manager is also implementing other solutions (both short – and long-term) which will enable the maintenance of an acceptable safety level, including of the infrastructure with worsened parameters. This is not the best solution; it seems, however, that other solutions are not available under current circumstances. The most important thing is to manage the infrastructure wisely and with a sense of responsibility and not to be afraid to take unpopular yet necessary decisions which involve e.g. imposing operational limitations or event putting out of use equipment or lines which fail to ensure an acceptable level of safety. Considering statistical data related only to the railway system operation, it should be noted that the negative image of the safety level is due to external factors. Incidents independent on the railway system are those involving unauthorised persons entering railway areas or acting intentionally to the detriment of the railway system or involving passengers (jumping on or off of the train) and vehicles left on the tracks outside railway crossings, as well as incidents at railway crossings. In the opinion of the UTK’s Head,

RAILWAY REPORT 2014

improvement in safety in this respect requires increased efforts not only from the railway sector entities and the public administration responsible for the railways but also common endeavour at the country level (e.g. education in safety culture, appropriate education as part of the driver training system, better cooperation between the management of roads and railway tracks and the mutual responsibility for safety in that area). The relevant organisational units within road and railway authorities and the state administration need to understand that intersections of roads and railway trucks are areas of mutual risk and that only such mutual understanding will allow for efficient actions to be taken. The Head of UTK, going beyond the scope of basic statutory tasks, is taking actions aimed at provision of education to young people. One of the educational undertakings is Kolejowe ABC (The Railway Alphabet), a campaign run together with PKP PLK S.A. (Railroad Guards). The campaign is directed to preschool, primary school and junior high school children and teenagers from all over the country. Children and teenagers are taught how to behave safely at railway lines and railway crossings, learning to whom they should report in case of danger or where to seek assistance during journey. Furthermore, we are cooperating with the Railroad Guards in the educational campaign concerning safety at railway crossings. It should be noted that accidents at railway crossings are caused by fault of drivers and pedestrians who violate safety rules and regulations. To sum up, despite positive trends in the field of safety, as at the year 2014 domestic railway sector is still

facing many technical and operational challenges, including the condition of infrastructure, technical condition of vehicles and the approach towards development and maintenance of personnel competence itself or towards ensuring appropriate working conditions and rest. It must be remembered that these are actions which, as part of the new systemic approach, should be initiated by the undertakings/enterprises themselves. Appropriate application of systemic solutions in this field by railway undertakings and infrastructure managers will no doubt be thoroughly supervised by the Railway Transport Authority. Any omissions or violations will not be tolerated and, where required, decisions will be issued resulting in cancellation of safety certificates or authorisations. All participants really need to understand the importance of taking decisions allowing for minimisation of risks identified based on the approved safety management system. The years 2014-2015 is the period when safety certificates are renewed and ECM certificates for carriers and managers are issued. In the this area, actions taken by the Authority will be primarily focused on verifying the efficiency of the processes and not on reassessment of SMS documents and checking their compliance with the assessment criteria contained in the mutual safety method. Special attention will be paid to processes and criteria connected with risk assessment performed as part of the relevant operations, with ensuring adequate resources, workload, registration and reporting rail incidents, as well as connected with fulfilment of safety recommendations and improvement of the safety management system.

RAILWAY REPORT The most important supervisory actions taken by the Authority in the year 2014 are related to technical condition and maintenance of infrastructure (19.4%), maintenance and use of rail vehicles (19.4%), use of substitute signals (9.7%), technical condition, maintenance and classification of railway crossings (9.7%), supervision of entities holding safety certificates or authorisations (8.1%), staff work time and qualifications (6.5%), supervisory actions as part of safety recertification (6.3%), supervision of issued ECM certificates and maintenance function (5.6%). In 2014, supervision of SMS and MMS management systems has accounted for 20% of all actions taken, which is a substantial change in the approach to supervision of the railway sector by the Head of UTK. In the first half of 2014, a tool will be implemented for monitoring safety rates for rail-

Ignacy Góra He graduated from technical university and completed his postgraduate studies at the Silesian Technical University. The railway sector was his early career choice. In 2001 he started working for PKP CARGO S.A. He has occupied executive and managerial positions, most recently at PKP CARGO’s Head Office as the Head of the Traffic Safety Department. In the years 2005-2008 he was a representative of the PKP Group at the Community of European Railway and Infrastructure Companies. He is the author and co-author of many safety and operation related regulations and assumptions for ordinances. He is the Deputy President for Technology and Safety of Railway Traffic at UTK.

way market entities – risk parameters register, supervision benchmark. Using one’s own source of information (algorithm), one value will be determined for each entity who implements SMS. Data will be collected quarterly via a dedicated www platform; the data will be used for development of three groups of rates (cargo carriers, passenger carriers and infrastructure managers). The system as an auxiliary tool will therefore define the sequence of supervision over entities operating in the railway sector. Finally, I would like to draw your attention to the fact that immediate actions are required with the aim to: 1. Increase the quality of domestic legal regulations and attainment of their compliance with the Community requirements; 2. Increase awareness of the systemic approach to the railway traffic safety among traffic participants; 3. Ensure an acceptable level of risk related to railway transport; 4. Ensure an appropriate technical and maintenance condition of the railway infrastructure and the rolling stock used for railway transport; 5. Implement a new procedure for extension or renewal of safety certificates and authorisations enabling content-related verification of the system and strengthen the relations between compliance assessment and supervision; 6. Systematize collection of statistical safety data, including data on actions to the detriment of a carrier and manager (e.g. cases of stolen infrastructure equipment) and data on precursors of accidents using uniform sheets and put in order definitions in the area of statistical data, including potential legal changes (where it is not possible to directly use Community definitions).

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The first PKP Intercity train with free WiFi already on tracks The first PKP Intercity train with free WiFi went from Warsaw to Katowice and Bielsko-Biała on the 1st of July. The HotSpot service was delivered by T-Mobile Polska, one of the largest mobile network operators in Poland. In January this year, PKP Intercity and T-Mobile Polska signed an agreement allowing passengers to have free Internet access on the train; in the future the access will be extended to include movies and games. This is an innovative project not only in Poland but on a Europe’s scale. First stage completed As a start, 30 cars were equipped with modems and external and internal antennas provided by T-Mobile’s partner - Nomad Digital – the world’s leader in that field. The free WiFi for passengers is an effort to make PKP Intercity synonymous with the highest quality, both in the cities and in less populated areas where trains often operate. “T-Mobile’s Hot Spot

service is a great convenience for customers and promotion among customers of other wireless service providers”, says Igor Matejov, Member of T-Mobile’s Board of Directors, Chief Commercial Officer for Business Market. The first train is already on its way The first train with free WiFi, i.e. Express Intercity Beskidy is already operating on the route between Warsaw and Bielsko-Biała via Katowice. Other trains with free Internet access will operate on the busiest routes. “We’re happy to see our customers enjoying surfing the net during their holiday travels”, says Marcin Celejewski, President of the Board of Directors of PKP Intercity.

How does it work? Using the service is very simple. You only need to have your device with you, such as a mobile, laptop or tablet. You click on the icon with available network and that’s it. At first WiFi service will be free of charge. A final decision on the service will be taken at the end of 2014 based on technical tests results. „We’re putting the equipment in other cars and soon WiFi will be also available in other trains. At the same time, we’ll be monitoring the service, Internet speed or demand for services. Based on the results, we’ll optimize the service so that all passengers of PKP Intercity can comfortably use it”, adds Igor Matejov. RR

Pesa and the Bydgoszcz University of Technology and Life Sciences open a laboratory Pesa, in partnership with the Bydgoszcz University of Technology and Life Sciences, opened a research laboratory. Pesa employs over 230 engineers in its Research and Development Department, the largest one in this part of Europe. The manufacturer cooperates with many academic institutions in Poland and abroad. However, the University of Technology and Life Sciences has a special place here as it is Pesa’s long established partner with Pesa

employing many of its graduates. The Rail Vehicles Manufacturer and the region’s largest technical university launched recently a large-size structures research laboratory. It is a start of a research project as part of the INNOTECH programme supported by the National Centre for Research and Development. This common undertaking, co-financed from the EU funds and the state budget, allows for unique research to be conducted in the

field of large-size structures at the Department of Mechanical Engineering, University of Technology and Life Sciences, by the most competent personnel. INNOTECH is a research and enterprise support programme promoting innovative undertakings in various fields of science and sectors of industry (In-Tech path) with special focus placed on the advanced technologies area (Hi-Tech path).PESA SA

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Internet access in railway carriages The development of technology and the wide availability of mobile devices have radically changed the way we communicate. Today, internet access is a necessary minimum for many of us. What is worth emphasizing, is that the availability of internet access, might be a factor which determines what means of transportation passengers choose. The possibility of using time that we spend travelling for work, study, or just to surf the web, is a very important argument when deciding whether to go on a journey by car or train. What exactly do we gain if internet is available on trains? Nowadays what we really lack is time. Using our trip to reply to overdue emails, on important reports, or preparing a presentation, gives

Piotr Kubicki Business Development Manager ATEM – Polska Sp. z o.o.

us the opportunity to spend a quiet evening on doing what we want instead on what we have to. Research shows that modern society cannot function without technology. The popularity of smartphones and tablets, as well as a large number of applications, show that this trend will only increase in the future. Wi-fi on trains has another important aspect, it is a working tool operating on trains. It gives the possibility to use dedicated applications, eg. improving passenger information channels, ticket sales, or in the future transmission of images from surveillance cameras. The installation of wi-fi on trains is a much more complicated and complex project than installing the same service in our homes. We have a variety of mobile operators, in other words signal providers and various transmission systems – 2G, 3G, and soon 4G. On the train journey the signal saturation varies. It is definitely better in urban areas and weaker in areas with lower population density. What definitely distinguishes the installation project of wi-fi on trains from other locations is the fact, that from a technical point of view, a train is just a metal tube moving at high speed. The materials used for the construction of the train cause, that even if the area has adequate coverage, the signal cannot get through inside. In other words, excellent coverage on the outside does not guarantee that we will be able to take advantage of the signal inside the train. Hence the need for an individual approach and preparation of projects tailored to the conditions of use, existing restrictive regulations and standards of railway, as well as assembly and

service timeout. The currently available solutions enable signal download, either form the mobile phone operators base station or from an amplifier, and then multiplying it and enhancing in areas difficult to reach, such as trains. This way we obtain a homogenous covering of the entire carriage. The equipment used is compact and can be easily put in the trains technical cabinets while having minimal visual impact on passengers. Is the wi-fi service on trains a profitable investment? Definitely yes. We can certainly conclude that, even though the projects’ installation requires a different approach and a combination of knowledge in the field of telecommunication and the railway, it brings tangible benefits in the form of satisfied passengers, as well as, broader possibilities of the use of specialized applications for on-board service. Piotr Kubicki