Railway Report 2012

INNOTRANS 2012

Latest news about the railway PUBLISHING COMPANY OF THE POLISH CHAMBER OF RAILWAY EQUIPMENT MANUFACTURES AND SERVICE PROVIDERS ISSN 2081-383X

2

RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT Dear Ladies and Gentlemen, dear Readers.

Polish Chamber of Railway 85-039 Bydgoszcz, ul. Hetmańska 38 www.izba-kolei.org.pl e-mail: raportkolejowy@bdg.pl

Editor-in-chief:

Adam Musiał e-mail: a.musial@bdg.pl

Editor leading: Edyta Studzińska tel. 52 324 93 82 e-mail: e.studzinska@bdg.pl

Correspondents:

We have the pleasure to present You the English version of „Rail Raport” issued on the occasion of the InnoTrans 2012 held in Berlin.

Our bimonthly, although dedicated to the Members of the Chamber and its sympathisers, is olso addressed to all those professionally related to the railway transport market.

Our ambition is to be the communicator of information, summarising railway related events from the last two mont and the nannouncer of all important events for the next two months. „Rail Raport” 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 olso meant to be the voice of the over 112 Members of our selv-government and entities cooperating with our local government.

This issue contains a map of the InnoTrans fairs which will help You to find a stand on the Messe Berlin fair premises. Most importantly, hovever, it contais an invitation to visit stands of Polish enterprises, including our Chamber’s those of co-exhibitors in the hall no.

11.2, stand no. 310.

We hope you will find our magazine enjoyable and do not hesitate to visit our stand in red-white colours. See You on InnoTrans!

Adam Musiał

New Board for the Polish Rail

PEZ Conector S.C.

R&G

Dworzec

Can we provide a railway „connection” for Europe?

Fabryka Przewodów Energetycznych SA Power Cable Company

Protektel

The Fastening Elements Factory SA

Growag

Kuźnia Ostrów Wielkopolski Sp. z o.o.

Long-Term Railway Investments Plan

Poznań International Fair

page 4 Walenty Dola - Ukraine, Russia

page 5 page 6-9 page 7

Bernd Haag - Germany

page 9

page 10-12

Ente Ltd. page 11 Michał Stasiński - Norway

Trade - Port Sp. z o.o. (Ltd.) page 13

Oltis Group a.s. page 14

Nasycalnia Podkładów Czeremcha page 15

Exchibition grounds Jiři Banot - Czech Republic

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

Typesetting and print: 85-168 Bydgoszcz, ul. Ujejskiego 19, www.rubycon.pl

RAILWAY REPORT INNOTRANS 2012

pages 16-17

Teriel Gostyń page 18

KUCA Ltd. - producer of new generation traction system equipment page 19

page 20 page 21 page 21

page 22 page 22 page 23

Spółdzielnia Inwalidów „ELEKTRON” page 24

Rock Delta page 24

Zakłady Matalurgiczne Pomet SA page 25

Wars

page 26

IMI International Sp. z o.o. Oddział NORGREN page 27

PKP Intercity SA page 28

PKP CARGO LOGISTICS GROUP page 29

PKP Informatyka Sp. z o.o. page 30

Plastwil

PKP PLK S.A. manages the international rail Network

Fanina S.A. Poland

Pixel

page 19

page 20

page 31 page32

3

RAILWAY REPORT

New Board for the Polish Rail ”I will encourage the Board to introduce dynamic changes in the Polish Rail. I also intend to keep a very close eye on their progress, in the same way as my progress is assessed. Polish passengers have the right to safe and comfortable travel. And this is the most important thing”, said Minister Sławomir Nowak following the announcement of the new Board members for the Polish Rail (PKP).

The new Board, appointed on 5th April, will have to tackle the huge debt of the company, which currently equals 4.5 billion zlotys. The chief task of this new team, slimmed down to 3 members, will be the restructuring of this debt, but also acquiring resources for new investments, including an update of the rolling stock, railway lines, and improving safety. Below we present the profiles of the three new members of the Board.

Jakub Karnowski President of the Board, Managing Director

A doctor of economics, graduated from the Warsaw School of Economics and the University of Minnesota (MBA).

Also won a scholarship at the Margaret Thatcher Foundation at the London School of Economics. Holds a title of a Chartered Financial Analyst (CFA) received from the American CFA Institute, which confirms his investment consulting qualifications. Works as a lecturer at the Economic Analysis College of the Warsaw School of Economics.

Was the head of the ministerial team at the Ministry for Finance and an advisor to the Minister (1997-2000). Worked as a macroeconomics advisor at PKPP Lewiatan (2000-2001). Was an advisor at the National Bank of Poland, followed by a spell as the head of the bank’s foreign department (2001-2003). Acted as a member of the Foreign Exchange Reserves Investment Committee. In the years 2003-2008, worked at the World Bank Group, Washington as a deputy executive director - member of the Board of Executive Directors. From 2008 until 2011 was the President of PKO TFI. 4

Piotr Ciżkowicz Member of the Board

Maria Wasiak Member of the Board

A doctor of economics, graduated from the Warsaw School of Economics, works as a lecturer at the International Comparative Studies Department of the Warsaw School of Economics.

A lawyer specialising in economic law.

Graduated from the Law and Administration Department at the University of Warsaw, and the Wielkopolska Business School at the Poznań Academy of Economics.

For six years, worked at the National Bank of Poland, where he headed the International Comparative Studies at the Foreign Department. Was employed as an expert for the healthcare system reform team supporting the Ombudsman (2006), and the vice-president of the Polish Economists Society (2007-2009). In 2008, moved to the international professional services company Ernst & Young, where, among other jobs, he was the head of the Efficient State programme, and the chief economist. He has also worked at Raiffeisen Bank Polska and Kredyt Bank.

Began her professional career as an assistant judge, later becoming a lawyer. Held the post of the Deputy Provincial Governor in Radomskie province, and the head of the ministerial team at the Ministry for Transport and Maritime Economy. Since 2000 she has been in the PKP group. Was the President of the PKP Przewozy Regionalne company (2001-2002), head of the privatisation office, member of the Board, and the President of PKP S.A.

RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT INNOTRANS 2012

5

FROM ABROAD

Can we provide

a railway „connection” for Europe?

The economic downturn has necessitated changes in many economic areas within Europe. In the recent months, both European and international media have been focused on budget deficits, condition of the European banks or financial institutions, as well as the extent of changes in political integration or declared institutional changes.

In dramatic comments from before and after the European “summits of last chances and hopes”, entirely out of sight are real and deep transformations in sector policies, new proposals and new programmes and actions arising from analyses of the recession turmoil. A classic example of this is undermining the significance of the recent proposals that support and initiate new investment processes in basic areas of technical and transport infrastructure.

On 29 June 2011, the European Commission adopted a proposal for the next Multi-Annual financial framework for the years 2014-2020 - “A Budget for Europe 2020”. In its proposal, the Commission decided that a new integrated instrument should be developed to promote investments related to the EU priority infrastructure in the field of transport, energy and telecommunications: the “Connecting Europe Facility” (hereafter “CEF”).

It was resolved that intelligent, sustainable and fully interconnected transport, energy and digital networks are a prerequisite for the completion of the European single market. Just to remind, the proposal to expand the Single European Market has for several years been among the priorities of the subsequent European Strategies and the principal repeated task of the subsequent Presidencies (including Polish Presidency). Investments in key infrastructure with a strong EU added value can boost Europe’s competitiveness in harsh economic conditions marked by slower growth and tight state budgets.

Finally, infrastructural investments are instrumental in allowing the EU to meet its sustainable growth objectives outlined in the Europe 2020 Strategy and the EU’s 20-20-20 objectives in the field of energy and climate change policy (20% reduction in emissions of greenhouse gases, 20% share of renewable sources of energy in the final consumption in the EU, and 20% improvement in power efficiency by 2020).

On 28 March 2011, the Commission adopted the document entitled 6

“White paper 2011 - Roadmap to a Single European Transport Area - towards a competitive and resource efficient transport system”.

The White Paper defines the objective of reduction emissions of greenhouse gases in the transport sector by the year 2050 by at least 60% compared to 1990. As for the infrastructure, the white paper proposes to develop by 2030 a fully functional, EU-wide and multimodal TEN-T “core network”. The white paper is to help to optimise the operating efficiency of multimodal logistics chains by e.g. better use of the transport that is more energy-efficient.

In connection with that, the following objectives of the TEN-T policy have been formulated: by the year 2030, 30% of road cargo transport over a distance of more than 300 km should be shifted to other types of transport with the target figure being 50% by the year 2050; by 2030, the existing high-speed rail network should be expanded three times and, by 2050, the majority of passenger transport over medium distances should be by rail; by 2050, all airports forming part of the core network should be connected with the rail network; all seaports should be connected by the railway cargo transport system and, as far as possible, with the inland transport system. This document modifies in a significant way the practice of the European transport and compels additional investment resources to be provided to the interfaces of various types of transport, with the preference of rail and navigation, as well as proposing actions preventing the high increase of road transport that dominates in Europe, not only in the investment area but in terms of regulations as well.

The European Parliament, in its resolution dated 6 July 2010 on sustainable future of transport, underlines that an efficient transport policy requires an adequate financial framework that is proportionate to the challenges, making it necessary to increase the existing available transport and mobility resources.

Furthermore, the European Parliament decided that it is necessary to establish a new instrument aimed to coordinate the utilization of various transport financing sources, funds available as part of the co-

hesion policy, public-private partnership or other financial instruments such as warranties or project bonds.

The Council for Transport, Telecommunications and Energy, in its conclusions dated 11 June 2009 concerning a review of the TEN-T policy, confirmed that it is necessary to further invest in the transport infrastructure to ensure adequate development of TEN-T for all types of transport as the basis for the single market and competitiveness, as well as economic, social and territorial cohesion of the European Union and as the base for connection with the neighbouring states. The Council stressed that it is necessary that the Community provide funds to stimulate investments related to TEN-T projects and, in particular, that it is essential to adapt specific financing from the TEN-T budget for priority projects involving important cross-border sections of which implementation will extend beyond 2013, taking into account the institutional limitations related to the financing programme. In this context, according to the Council, an approach based on public-private partnership should be still developed and supported where necessary.

Based on the objectives presented in the white paper, the guidelines concerning TEN-T contained in Regulation (EC) No. XXX/2012 of the European Parliament and of the Council dated …20 specify the infrastructure of the trans-European transport network, establish the requirements to be met by the same and provide means for its implementation. The guidelines postulate in particular that the construction of the core network should be finished by 2030.

The proposed Regulation sets out the provisions governing the CEF. It utilizes the works undertaken to prepare the revision of the policy framework in all three sectors (transport, energy and telecommunications) for the next Multi-Annual financial framework (20142020). New guidelines for each sector are proposed in line with the CEF. Therefore, the revised guidelines for transport, energy and telecommunications, on the one hand, and for the CEF, on the other, are intended to make up a cohesive package of regulations.

RAILWAY REPORT INNOTRANS 2012

FROM ABROAD

mainly in new member states, results in the division into the central European Union and its peripheries, preventing further development of intra-community trade or economic growth of new sectors such as electronics, as well as being the underling cause of the low power safety level.

In the transport sector, the Europe-wide core network has been developed anew. The core network including corridors for handling cargo and passenger transport marked by high efficiency and low emissions of carbon dioxide relies to a large extent on the existing infrastructure.

Once the lacking connections are provided and the bottlenecks are eliminated, and owing to the use of more efficient multimodal services, the network will be able to handle the majority of transport within the single market. The costs of infrastructural development in the EU to a degree sufficient to satisfy transportation needs have been estimated at over 1.5 billion euros in the years 2010-2030 for the entire transport network of the EU member states.

The construction of the trans-European transport networks will require around 500 billion euros by 2020, out of which 250 billion will need to be spent on finishing

the lacking connections and eliminating bottlenecks within the core network.

The Commission proposal concerning the next Multi-Annual financial frameworks contains the proposal of allocating 50 billion euros for the years 20142020, of which 10 billion euros is to be spent from the Cohesion Fund on transport infrastructure.

-CEF 40 billion euros -Energy 9.1 billion euros -Transportation 21.7 billion euros -Telecommunications/digital services 9.2 billion euros Expanding on the experience of financial instruments under the current financial framework put in place in cooperation with the European Investment Bank such as the Loan Guarantee Instrument for trans-European transport network projects, the Commission proposes to implement a significant part of its interventions within the CEF through financial instruments. In particular, an initiative concerning project bonds as part of the strategy “Europe 2020” will be utilised as security for funds allocated to investments as part of infrastructural projects with a key importance to Europe.

It must be remembered that the criticised

ADVERTISEMENT

On average, infrastructural spending in Europe has decreased within the past decade. The economic and financial recession brought back the interest in infrastructural investments, in particular those reinforcing the efficiency and quality of relations between the existing infrastructures.

A fully integrated single market, as stated in the Monti’s report (“A new strategy for the single market - at the service of Europe’s economy and society”.

A report to the President of the European Commission prepared by Prof Mario Monti), would not exist without efficient connections between all its components. Transport connections, electricity grids and broadband networks are of a key importance to the functioning of an integrated economic area and for its social and territorial cohesion. Despite the growing regulatory integration within the European Union and increasing integration of markets (in particular recently in the power sector due to adoption and implementation of the third package of regulations liberalizing this market), still behind is the physical development of cross-border intra-system connections. The lack of connections,

RAILWAY REPORT INNOTRANS 2012

7

FROM ABROAD

anti-crisis “six-pack” was exclusive of the European bonds which were blocked by Germany who feared that they would be used to finance budget deficits, in particular by the states of the downturn-stricken European “South”. The CEF, on the other hand, is bringing project European bonds as one of the more important sources for Programme financing.

A request was also made to increase the scope of the EU financing with the aim to implement objectives related to trans-European networks by e.g. better coordination of respective financial instruments, namely the Cohesion Fund and the European Regional Development Fund, trans-European networks programmes and EBI actions.

Particularly controversial, and out of the question for a large part of the states of the Central and Easter Europe, is the initial classification of the core network corridors. The following 10 corridors are proposed: For example, only two European corridors include Poland: 1. Baltic - Adriatic corridor Helsinki - Tallinn - Riga - Kaunas - Warsaw - Katowice Gdynia - Katowice Katowice - Ostrava - Brno - Vienna Katowice - Zilina - Bratislava - Vienna Vienna - Graz - Klagenfurt - Villach - Udine - Venice - Bologna - Ravenna 2. Warsaw - Berlin - Amsterdam/Rotterdam - Felixstowe - Midlands Felixstowe - Midlands Belarusian border - Warsaw - Poznań - Frankfurt (Oder) - Berlin - Hanover - Osnabrück - Enschede - Utrecht - Amsterdam/Rotterdam - Felixstowe - Birmingham/Manchester - Liverpool The remaining corridors include: 3. Mediterranean corridor: Algeciras - Madrid - Tarragona Seville - Valencia - Tarragona Tarragona - Barcelona - Perpignan - Lyon - Turin - Milan Venice - Ljubljana - Budapest - Ukrainian border

4. Hamburg - Rostock - Bourgas/Turkish border - Piraeus - Nicosia Hamburg/Rostock - Berlin - Prague - Brno - Bratislava Budapest - Arad - Timisoara - Sofia Sofia - Burgas/Turkish border Sofia - Thessalonica - Piraeus - Limassol - Nicosia 5. Helsinki - Valletta Helsinki - Turku - Stockholm - Malmö - Copenhagen Fehmarn - Hamburg - Hanover Bremen - Hanover - Nuremberg - Munich - Brenner - Verona - Bologna - Rome - Naples - Bari Naples - Palermo - Valletta 6. Genoa - Rotterdam Genoa - Milan/Novara - Simplon/Lötschberg/Gotthard Basel - Mannheim - Cologne Cologne - Düsseldorf - Rotterdam/Amsterdam Cologne - Liege - Brussels - Zeebrugge

The experience of the current financial frameworks shows that many member states eligible to use the resources from the Cohesion Fund find it difficult to prepare and implement complex projects related to the cross-border transport infrastructure.

Therefore, as far as the next Multi-Annual financial frameworks are concerned, the European Commission proposed that the

Sines/Lisbon - Madrid - Valladolid Lisbon - Aveiro - Porto Aveiro - Valladolid - Vitoria-Gasteiz - Bordeaux - Paris Mannheim/Strasburg 8. Dublin - London - Paris - Brussels Belfast - Dublin - Holyhead - Birmingham Glasgow/Edinburgh - Birmingham Birmingham - London - Lille - Brussels Dublin/Cork/Southampton - Le Havre - Paris London - Dover - Calais - Paris 9. Amsterdam - Basel/Lyon - Marseilles Amsterdam - Rotterdam - Antwerp - Brussels - Luxemburg Luxemburg - Dijon - Lyon Luxemburg - Strasburg - Basel 10. Strasburg - Danube corridor Strasburg - Stuttgart - Munich - Wels/Linz Strasburg - Mannheim - Frankfurt - Würzburg - Nuremberg - Regensburg - Passau - Wels/Linz Wels/Linz - Vienna - Budapest - Arad - Brasov - Bucharest - Konstanca - Sulina In the remaining core network, the following “Polish sections” were proposed: Wrocław - Drezno, Wrocław - Prague, Katowice - Wrocław - border.

Project estimation (for the list of the initially agreed projects contained in the first part of the annex to the regulation establishing CEF) in million euros Horizontal priorities 47,500.00 1. Baltic - Adriatic corridor 13,353.20 2. Warsaw - Berlin - Amsterdam/Rotterdam - Felixstowe - Midlands 5,673.00 3. Mediterranean corridor 37,690.00 4. Hamburg - Rostock - Burgas/TR border - Pireus - Nicosia 8,037.60 5. Helsinki - Valletta 31,936.00 6. Genoa - Rotterdam 15,622.50 7. Lisbon - Strasburg 17,170.00 8. Dublin - London - Paris - Brussels 4,582.00 9. Amsterdam - Basel/Lyon - Marseilles 12,551.30 10. Strasburg - Danube corridor 15,939.40 Other sections of the core network 27,563.21 Total 237,618.21 Detailed data for respective corridors will be available at the stage of planning and implementation of respective projects.

7. Lisbon - Strasburg 8

RAILWAY REPORT INNOTRANS 2012

FROM ABROAD

subsidies from the Cohesion Fund allocated to investments in trans-European networks and environmental protection be still provided to the member states with per capita GDP of less than 90% of the EU 27 average. However, part of the resources from the Cohesion Fund (10 billion euros) is to be allocated to the funding of transport projects related to the core network in the member states that are eligible for the resources from the Cohesion Fund, as part of the “Connecting Europe” instrument.

From a legal point of view, the CEF introduces a simplification, especially in reference to the following elements: -adaptation of indicators for objectives of the Europe 2020 Strategy; -flexible allocation of budget funds; -central management for all three sectors, performed, as far as possible, by the executive agency; -single financing instruments; -single order allocation criteria; -unified conditions of providing financial aid; -full picture of the circumstances due to the common annual work programmes - which is of significance for the sector - and owing to the common committee -

which is important for the member states.

Much the same, the Polish Government does not accept the proposal of the CEF being supplied with the amount of 10 billion euros transferred from the Cohesion Fund to be allocated to transport related projects (previous share in the transferred amount was 40%). Moreover, Poland pointed out to the unclearness of the selection criteria for projects financed from the Cohesion Fund. The Polish Government maintains its negative stance on the implementation of the list of the core network corridors which, in our opinion, flies in the face of the existing and accepted concept of TEN-T network development. In addition, we point to the decrease in the proposed amounts of co-financing, which is especially detrimental for the states that have to bridge the infrastructural gap. I suggest that the financing from the Cohesion Fund for all projects implemented in new member states be retained at the existing level. We also hope that the European Commission will specify in more detail the methodology and criteria for project selection contained in the regulation. Moreover, we propose to consider the possibility of the EU’s financing not only moder-

nisation projects but reconstruction projects, widening the scope of the CEF by the task of increasing the traffic capacity and safety at seaports, as well as counting against costs qualified expenses related to property purchases and VAT deduction. The proposed core network clearly reflects the dominance of the transport network of the Western Europe which comes as no surprise since it is the volume of transport and its intermodality what lies behind that proposal. Therefore, the European Commission proposes new rules of the game in the significant mechanism of fund allocation and allocation preferences at the time when the mechanisms of the European Cohesion Policy have yet to diminish the civilisation differences rooted in the history.

We suggest that you take notice of further negotiations and final decisions in the matter of the CEF. This indisputably European proposal reflecting the voices of the Polish railway members has also a deeper dimension to it and this is the great differences of interests, including in the transport sector, in the less and less cooperative decline-affected Europe.

Janusz Piechociński

Grodziska Fabryka Wyposażenia Wagonów GROWAG Sp. z o.o.

62-065 Grodzisk Wlkp., Zdrój 49A tel. +48 61 442 72 00, fax +48 61 442 72 59, e-mail: handel@growag.pl

GROWAG jest wiodącym dostawcą siedzeń pasażerskich, jak również amortyzatorów hydraulicznych, spełniających najwyższe standardy jakościowe produktów i usług wytwarzanych na bazie najnowszej technologii.

Strategia marketingowa firmy opiera się na szybkiej identyfikacji potrzeb i oczekiwań naszych Klientów. Cel ten osiągamy poprzez spełnianie wysokich wymagań jakościowych i technicznych oraz przez stałe doskonalenie technologii i wzbogacanie oferty produktowej.

Dostarczane produkty i usługi spełniają najwyższe normy zarówno pod względem ergonomii, jak i bezpieczeństwa podróżujących.

Najwyższy poziom oferowanych produktów i usług jest wynikiem 40-letniego doświadczenia i stałego rozwoju przedsiębiorstwa.

GROWAG is a leading supplier of the passenger seats, hydraulic shock absorbers, as well as products and services fulfilling highest quality standards on the basis of cutting-edge technology.

ADVERTISEMENT

The marketing strategy of the company is based on quick identification of needs and expectations of our customers. We reach this target by conforming to high quality and technology requirements and by constant improvements of the technology and enrichment of the product offer. The products and services offered and provided conform to the most demanding standards as far as both ergonomics and passengers’ safety are concerned.

The highest quality of the products and services is an outcome of 40 years of experience and constant development of the company.

www.growag.pl

RAILWAY REPORT INNOTRANS 2012

9

RAILWAY REPORT

Long-Term Railway Investments Plan The Polish National Railways (PKP) has issued European bonds for the amount of 180 million euros without warranty of the State Treasury. The bonds were purchased by around 40 investors from several European countries. The bonds will be floated on the stock exchange in Luxemburg. The issue was organised by Goldman Sachs International and Raiffeisen Bank International AG. The promise of development in the transport sector in Poland means revitalisation of the railway and equalisation of the competitiveness between respective types of transport.

From a practical point of view, it means that the main railway routes must be facilitated, connections between the most important economic areas of the country ensured and railway transport availability improved at an international level.

This document provides the most general background and guidelines of the Long-Term Railway Investments Plan adopted by the Council of Ministers, involving the time framework between 2013 and 2015. The Plan arranges the most essential investment tasks for the Polish railway on a year by year basis. This Long-Term Plan has been prepared by the Ministry of Infrastructure and covers a total number of 110 projects including construction of new infrastructure or modernisation, reconstruction or rehabilitation of the existing railway infrastructure. The construction, modernisation and rehabilitation of the railway infrastructure will include nearly 2,300 of railway lines. As part of the programme, over 100 projects are to be implemented with the amount of 20.44 billion zlotys to be spent in the years 2011-13.

The programme is aimed to increase passenger safety and comfort by e.g. improving technical condition of over 3.000 kilometres of rails, building advanced traf-

cities being reduced by increasing train maximum speed from 160 km per hour to 200 km per hour for 595 km of rails, and completion, by 2013, preparatory works for the construction of the first Polish high-speed train route Warszawa-Łódź-Poznań/Wrocław, which will provide conditions for the construction works to be commenced in 2014.

The programme includes priority tasks that take into account social and economic needs at a national, regional and continental level, which, once carried out, will increase the potential of Poland’s geographical location, improve international trade, and create additional conditions for attracting capital and increasing mobility. At the same time, it will reinforce social, economic and territorial cohesion. The tasks included in the programme refer to the railway infrastructure managed by PKP Polskie Linie Kolejowe S.A. and are focused on the railway part of the Trans-European Transport Network (TEN-T) and the routes of national importance.

Investments have been divided into the following groups: -construction of new railway infrastructure -modernisation of the existing railway infrastructure -reconstruction (rehabilitation) of the existing railway infrastructure The preparatory activities enabling construction, modernisation and rehabi-

the programme are shown in table 1.

Important undertakings included in the programme are: -modernisation of the E 65/C-E 6511 railway route from Warsaw to the Three City (Gdansk, Sopot, Gdynia), resulting in development of modern facilities and equipment satisfying railway traffic safety requirements, as well as increasing railway transport availability to passengers and reducing travelling times, -pilot implementation of ERTMS/ ETCS and ERTMS/GSM-R12 in Poland in the E 3013 corridor on the Legnica -Węgliniec - Bielawa Dolna route, of which results will be utilised in modernisation of railway routes where ERTMS is to be implemented, -modernisation of 335 km of rails at CMK14 between Warsaw and Katowice and Krakow, which will enable train speed to be increased up to 200 km per hour, -completion of the railway siding to Okęcie Airport in Warsaw, -implementation of projects important to respective provinces, e.g. rehabilitation and modernisation of the so-called “Kościerski railway corridor” (on the Kościerzyna - Gdynia route - part of the 201 railway route), modernisation of the 203 railway route - Krzyż - Kostrzyn, modernisation of the 18 route connecting Toruń and Bydgoszcz, modernisation of 24 railway crossings in Lubelskie province, -implementation of investments aimed at eliminating local speed limitations, e.g. facilitation of the main cargo transportation routes in Silesia, conversion of the Warsza-

Net outlays allocated to maintenance to be spent in the years 2010-2015 Financing source

2010

2011

2012

Railway Fund

70,000.0

70,000.0

70,000.0

State budget

850,000.0

1,000,000.0

920,000.0

1,070,000.0

Total

fic safety systems at 1340 railway and road crossings and constructing 338 grade-separated junctions, as well as providing 800 km of lines with railway traffic safety and facilitation equipment. This is to result in the travelling time between the largest Polish 10

2013

Total 2010-2013

2014

2015

Total 2010-2015

280,000.0

70,000.0

70,000.0

420,000.0

1,175,000.0

1,280,000.0 4,305,000.0

1,385,000.0

1,535,000.0

7,225,000.0

1,245,000.0

1,350,000.0 4,585,000.0

1,455,000.0

1,605,000.0

7,645,000.0

70,000.0

litation of the railway infrastructure form a separate group involving in particular: developing feasibility studies and design documents, obtaining required administrative decisions and permissions, developing surveying documents. The basic figures for

wa Stadion (Warsaw Stadium) and Warszawa Wschodnia (Warsaw East) train stops to improve the efficiency of the Warsaw hub, ensuring good connection with the National Stadium.

The programme has also been RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT

Costs of undertakings Number of tasks

[thousand PLN, 2010

Task implementation stage

Preparation of future investments Construction of new infrastructure Realizacja robót budowlanych

Modernisation of the existing infrastructure Reconstruction (rehabilitation) of the existing infrastructure Total

Total

In programming period (2010-2013)

Total

Finished before 31.12.2013

26

23

1,017,840.0

652,174.3

4,805.0

3,265.8

7

5

918,112.0

810,033.4

21.4

21.4

45

31

29,134,104.5

18,079,908.2

1,891.0

1,257.3

38

22

8,023,413.1

4,403,626.7

1,804.7

1,205.1

90

58

38,075,629.6

23,293,568.3

3,717.1

2,483.8

116

81

39,093,469.6

23,945,742.6

extended to include the projects aimed to satisfy transportation needs and increase transportation availability; its objective is also to improve territorial cohesion at a national level and as part of the European railway space. Return on investment is ensured in the form of the actual physical effects.

This refers to the modernisation and reconstruction of nearly 2.500 km of lines and social and market benefits resulting from the possibility to use them.

The main figures for investments in the railway infrastructure (number of tasks, type of investment, costs, scope) and the outlays, including indication of financing sources, are shown in further part of the programme. As a long-term programme pursuant to the regulations on public finances, the Long-Time Railway Investments Plan forms a part of the Long-Term State Financial Plan and due to this is taken into account in the budget bill for the subsequent budget year.

The programme is exclusive of the tasks related to railway infrastructure maintenance and hence financing of this area is absent too. It has been developed on the assumption that, apart from the funds obtained by the infrastructure manager from operations (mainly from railway carriers using the infrastructure), the infrastructure will be maintained from the state budget and Railway Fund resources. Financial support of PLK from these sources allocated to maintenance of the railway infrastructure in the years 2010-2013 amounts to 4,585,000 zlotys, with 280,000 zlotys from the Railway Fund and 4,305,000 zlotys from the state budget (table 2).

This means that the funds allocated to the railway infrastructure will be re12

Action results [km of line]

prices] Total

Total

In programming period (2010-2013)

gulated by the two documents: long-term railway investments programme and long-term railway infrastructure maintenance programme in the form of an agreement between the government and PLK.

The biggest risk, and at the same time the greatest threat to the programme, is considered to be the political risk. Therefore, the plan proposes to develop special mechanisms to reduce risks and threats by e.g. risk supervision and monitoring. Financial resources will come from the EU funds: ISPA47, Cohesion Fund, TEN-T and the European Regional Development Fund, as well as from loans granted by the European Investment Bank. Domestic funds are to originate from PKP PLK, state budget and the Railway Fund, of which the main source of income are proceeds from fuel tax on fuels and gas used for powering vehicles.

PKP PLK manages 22,000 km of railway lines of which 36% are in a good condition, 35 % in a satisfactory condition and as much as 29% in an unsatisfactory state, as informed by PKP PLK Investment Implementation Centre. The underfunding of repairs on the railway routes resulted principally in a substantial drop in the maximum speed on many of them with many years of neglect contributing to their poor technical condition. Therefore, it is essential to start reconstruction of many infrastructural components without delay, from rails through engineering objects and power, automatics and telecommunications equipment, so concludes the government.

Text based on the resolution by the Council of Ministers developed by the Ministry of Infrastructure entitled “The Long-Term Railway Investments Programme 2010-2013”.

RAILWAY REPORT INNOTRANS 2012

TRADE-PORT Sp. z o.o. (Ltd.) is specialized in executing comprehensive supplies of new and used material for railway (including narrow-gauge railway) or tramway infrastructure. We could obtain the acceptance ant trust of our business partners in Poland and the European Union in a very short time. The factors which were leading to this were both, experience of the company founders and professionalism and commitment of our employees. Operating within the Capital Group (Turnouts Plant KZN "Bieżanów" Ltd. in Kraków and Sleeper Treatment Plant „Nasycalnia Podkładów“ Ltd. in Czeremcha), Trade-Port Ltd. is cumulating experience and the potential of the members of the group which in turn contributes to the increase of the scope of the cooperation with the existing business partners, as well as to gaining new ones.

TRADE-PORT Sp. z o.o. (GmbH) ist spezialisiert auf die Durchführung komplexer Lieferungen von neuen und gebrauchten Materialien aus dem Bereich der Gleisinfrastruktur (inklusive Schmalspur) und Straßenbahninfrastruktur und konnte in kurzer Zeit das Vertrauen der Geschäftspartner in Polen und der EU gewinnen. Das ist sowohl auf die Erfahrung der Unternehmensgründer, als auch auf die Professionalität und den Einsatz unser Mitarbeiter zurückzuführen. Durch das Mitwirken in Rahmen der Kapitalgruppe sammelt Trade-Port Sp. z o.o. nötige Erfahrungen und das Potential der Gruppenmitglieder (Weichenwerk KZN "Bieżanów" GmbH in Kraków und Schwellen-Imprägnierwerk „Nasycalnia Podkładów“ GmbH in Czeremcha), was einerseits zur Verbesserung und Entwicklung der Zusammenarbeit mit den bisherigen Geschäftspartnern beiträgt und andererseits die Gewinnung neuer Geschäftspartner ermöglicht.

T

Ent Ein rance gan So g S uth üd

E Einntran gan ce H g H all alle 9 9

Interiors

Railway Technology

As of/Stand: 16.07.2012 Subject to alterations Ä nderungen vorbehalten

En Ein tranc gan e N g N ort ord h

E Einntran gan ce g IC ICC C

En Ein tranc gan e N g N ort ord h

E Einntran gan ce H g H all alle 9 9

Fast Shuttle

Shuttle Lines . Shuttle Linien M1 Olympischer Platz P+R M2 Airport Tegel M3 Airport Schönefeld HB Hotels CT City Transfer Fairground Shuttle . Geländeshuttle

En Ein tranc T gan e E g O ast st

E Einntran gan ce g IC ICC C

Ein tran M gan ce H Fe esseg H all Ex rtigs und alle 7 Comhibitiotellun Kong 7 ple n an g En ressh tion d C de alle 2 end ong 013 of 2 ress 013 Hall

Outdoor display - Hall 18 Fast Shuttle Freigelände - Halle 18 Outdoor display - Hall 18 Ent r Entrance South - Hall 20 a Ein nce - Halle 18 Freigelände Eingang Süd - Halle 20 gan So u g Entrance South Süd th- Hall 20 South - Entrance East Ent Entrance Süd - Eingang Ost Eingang Süd - Halle 20 Ein raEingang Me nce g s s anEntrance East - Outdoor display g H HalOst Entrance South - Entrance East ExFertigs e- und Eingang alle l 7 - Freigelände Comhibitiotellun Kong Eingang Süd - Eingang Ost 7 g ple n an En ressh tion d C de a Entrance East - Outdoor display end ong 2013 lle Opening ceremony Point Hall of 2 reCareer s Eingang Ost - Freigelände s H 013 all E röffnungsveranstaltung Restaurant "Oktoberfestzelt" InnoTrans Convention

En

Shuttle Lines . Shuttle Linien M1 Olympischer Platz P+R M2 Airport Tegel M3 Airport Schönefeld HB Hotels CT T City Transfer Fairground Shuttle . Geländeshuttle

En Ein tranc T gan e E g O ast st

18 – 21 September . Berlin

InnoTrans 2012

Exhibition grounds Geländeplan

Exhibition grounds

8 – 21 September . Berlin

En Ein tranc gan e N g N ort ord h

E Einntran gan ce H g H all alle 9 9

Fast Shuttle Outdoor display - Hall 18 Freigelände - Halle 18 Entrance South - Hall 20 Eingang Süd - Halle 20

Shuttle Lines . Shuttle Linien M1 Olympischer Platz P+R M2 Airport Tegel M3 Airport Schönefeld HB Hotels CT City Transfer Fairground Shuttle . Geländeshuttle

En Ein tranc T gan e E g O ast st

E Einntran gan ce g IC ICC C

Inno Trans 2012 18-21 September 2012

Career Point Hall

Tunnel Construction

PTI Hall Forum PTI-Hallenforum

Railway Report InnoTrans Convention

Opening ceremony E röffnungsveranstaltung

Press center Pressezentrum

Business Lounge (Marshall-Haus)

8.1/105 5. BUMAR Sp. z o.o. 23/138 23. KUCA Sp. z o.o. 11.2/310 6. EC Engineering Sp. z o.o. 6.2/144 9/209 24. Kuźnia Glinik Sp. z o.o. 8.1/107 7. EKK WAGON Sp. z o.o. 3.2/106 25. KUŹNIA OSTRÓW WIELKOPOLSKI Sp. z o.o.

8. EKOBEL Schallschutz Sp. z o.o. 26/413 11.2/310 9. EMIT S.A. 20/108 26. MARBET WIL Sp. z o.o. 5.2/226 10. Fabryka Elementów Złącznych S.A. 5.2/269 27. MEDCOM Sp. z o.o. 17/206 11. Fabryka Przewodów Energetycznych S.A. 11.2/310 28. MENNICA Polska S.A. 3.2/108 12. Fabryka Wagonów Gniewczyna 3.2/104 29. METALPOL Węgierska Górka Sp. z o.o. 5.2/238 13. FANINA Fabryka Aparatury Elektromecha30. NEWAG S.A. 3.2/108 nicznej S.A. 11.2/310 31. Odlewnia Żeliwa Bydgoszcz Sp. z o.o. 1.2/134 14. SMiOC FRENOPLAST Bulhak i Ciesławski S.A. 32. PIXEL Sp. z o.o. 11.2/310 1.2/212 33. Plasma System S.A. 8.1/106 34. Pojazdy Szynowe PESA Bydgoszcz S.A. 4.2/105 15. GDAŃSK INTERNATIONAL FAIR Co. 17/206 35. POLMOR Sp. z o.o. 15.1/218 16. GRAW Sp. z o.o. 23/212 36. POLISH CHAMBER OF RAILWAY 11.2/310 17. Greenbrier Europe Wagony Świdnica S.A. 3 esse Berlin GmbH · Messedamm 22 · 14055 Berlin · Germany 37. PROTEKTEL S.J. 11.2/310 .2/110 hone +49 (0)30 / 3038-0 Fax · +49 (0)30 / 3038-2190 38. NEEL Sp. zo.o. 11.1/314 18. GROWAG Sp. z o.o. 3.1/163 ww.innotrans.com innotrans@messe-berlin.com · 39. RAFAMET S.A. 22/135 19. Instytut Kolejnictwa Jednostka Badawczo-Roz-

Messe Berlin GmbH · Messedamm 22 · 14055 Berlin · Germany Phone +49 (0)30 / 3038-0 Fax · +49 (0)30 / 3038-2190 www.innotrans.com innotrans@messe-berlin.com ·

R

44. ŚRUBENA UNIA S.A. 23/207 45. STER 1.1/112 46. TABOR SZYNOWY Opole S.A. 3.2/106 47. SZTK TAPS - Maciej Kowalski 1.1/225 48. TELEKOM-OLESZNO Sp. z o.o. 26/317 49. THONI ALUTEC Sp. z o.o. 5.1/229 50. ThyssenKrupp GfT Polska Sp. z. o.o. 26/107 51. Track Tec S.A. 26/222 52. TransComfort Sp. z o.o. 9/202 53. Warsaw University of Technology, Faculty of Transport 7.1C/102 54. Wawrzaszek ISS 6.2/217 55. WHPC/PHU STEP 22/218 56. Zakład Produkcji Aparatury Elektrycznej i Izolatorów ELTOM Tomasz Cisak FA/28 57. Zakłady Metalurgiczne POMET S.A 11.2/310 58. Zakłady Naprawcze Lokomotyw Elektrycznych S.A. 3.2/108 59. ZORIN Sp. z o.o. 5.1/203

Restaurant "Oktoberfestzelt"

KUCA SP. Z O.O.

Career Point Hall

Entrance South - Entrance East Eingang Süd - Eingang Ost Entrance East - Outdoor display Eingang Ost - Freigelände

Business Lounge PTI Hall Forum Tunnel Construction PTI-Hallenforum POLISH COMPANIES AT INNOTRANS 2012 - POLISH CHAMBER OF RAILWAYS MEMBERS (Marshall-Haus) 40. Press RAWAGcenter Sp. z o.o. 2.2/202 wojowa 7.2A/206 1. Addit Sp. z Transport o.o. 8.1/232 Speakers' Corner Public Pressezentrum 41. FWR RUNOTEX S.A. 3.1/163 20. Koltech Sp. z o.o. 22/107 2. MTL Asco Rail Sp. z o.o. 23/102 42. SKRAW-MECH Sp. z o.o. 8.2/102 21. Krakow University of Technology 7.1C/101 3. ASTROMAL Sp.display z o.o. 5.1/222 Outdoor 43. SOLARIS BUS & COACH S.A. 4.1/223 22. Krakowskie Zakłady Odlewnicze ZREMB S.A. 4. AXTONE z o.o.

1.2/132 Gleis- Sp. und Freigelände

Railway Infrastructure

Interiors

center 11.2/310Press Pressezentrum Railway Technology

Restaurant "Oktoberfestzelt" Speakers' Corner Public Transport n As of/Stand: 16.07.2012 Subject to alterations Outdoor display Business Lounge Gleis- und Freigelände Ä nderungen vorbehalten (Marshall-Haus)

ung

Railway Infrastructure

WE CAST THE FUTURE

18

RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT

KUCA Ltd.

KUCA SP. Z O.O.

- producer of new generation traction system equipment We specialize in the production of traction system equipment, cable glands, bracing connections and specialized support tools.

We have been on the Polish market for several years. We are a leading manufacturer of traction system equipment in the implementation of innovative solutions for PKP PLK SA. We provide services amongst others for: PKP Energetyka S.A., Trakcja - Tiltra S.A, PRKiI S.A., Grupa ZUE S.A., Torpol S.A., TRAKCE A.S and MZK in Poland.

In addition, we also deal in track and track related works, production of specialist low-loading semi-trailers, repairs of engineering facilities within the range of riveting and corrosion protection.

Our priority for several years has always been to introduce innovative solutions that meet the growing expectations of customers.

The result of this policy was the commencement of collaboration in 2006, with the Department of Non-Ferrous Metals at the University of Science and Technology in Cracow,

CNTK (now the Railway Institute) and PKP Polish Railway Lines SA, of which its result is the introduction of a new generation equipment.

This equipment has been approved by IK and UTK for use in mechanically and high current load capacity in traction system of railways and tramways.

In addition, the work of the research team under the supervision of Prof. T. Knych titled: "A new type of traction intended for high mechanical and current load capacity of Polish-speed railway lines driving up to 250 km / h, based on a new generation load-carrying components and network equipment " was awarded second prize by the President of the Council of Ministers for outstanding achievements in science and technology for 2008.

We can also pride ourselves with receiving the SITK RP Prof. Czesław Jaworski main award on the 8th Trako International Trade Fair 2009.

Presently, new generation equipment is used either for network types YC150-2CS150 with the variation of YC120-2CS150, as well as all upgraded networks in Poland.

The range of equipment intended for

KDP was developed on the CuNi2Si alloy, which at the moment, the modern technology of continuous casting, with the help of qualified staff, we make ourselves.

This alloy allows for a significant reduction in weight, repeated increase in electrical conductivity and a significant increase in hardness. The properties of the alloy in combination with drop forging and heat treatment did not only help to obtain better physical parameters, but also aesthetic qualities.

Among the producers of track system equipment we are distinguished by innovation, timeliness and high quality of products delivered.

We invite you to cooperation.

NEW GENERATION EQUIPMENT For more detailed information please contact: KUCA Sp. z o.o.

73-110 Stargard Szczeciński ul. Pierwszej Brygady 35 tel. +48 91 834 70 41 fax.+48 91 834 70 43 e-mail: stargard@kuca.com.pl www.kuca.com.pl

We have 30 years of experience in manufacturing components for rail-road structures Components we made are used all over the world, also under the license of our customers.

OUR OFFER: • rail pads, • electro-insulating hold-down parts, • screw dowels, • insulating elements of rail joint, • cast iron anchors, • other plastic elements, • metal elements – mechanical metalworking.

ADVERTISEMENT

Visit our website at

www.plastwil.pl for the catalogue of our products

RAILWAY REPORT INNOTRANS 2012

WE ALSO OFFER: • consulting, • product designing, • tool room services – design, manufacture and maintenance of the mould.

We ensure experience in railway industry, high-quality products and competitive prices.

ASK US IF WE CAN MAKE YOUR PRODUCT AT CHEAPER PRICE BUT AT THE SAME OR EVEN BETTER QUALITY AS YOUR CURRENT SUPPLIER DOES. PLASTWIL Sp. z o.o. Sp.k., Wierzbowa 2, 64-850 Ujście, POLAND, tel. +48 67 284 07 40

19

ADVERTISEMENT

ADVERTISEMENT

RAILWAY REPORT

20

RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT

Patronage:

one. Many entities responsible for public transport will participate in the project, we invited: regional, inter-regional and conurbation public transport companies, infrastructure manufacturers and contractors, logistics centres, design offices, consulting companies, research institutes, and trade organizations.

Exhibitions will be accompanied by specialist conferences to discuss regional, inter-regional and conurbation railways, operation of municipal and private transport companies, as well as effective management of rail infrastructure and other property.

The project is aimed at local authorities, investors, public transport companies and municipal transport management.

Effectively managed and efficient transport has positive impact on the country’s economy, and in this way is beneficial to the whole of society. Therefore, we want the STATION Local and Regional Public Transport Showroom to focus on public transport in a broad sense of the term. We are certain that taking part in the project will present a great opportunity for the exhibitors to promote their products and services, and they will benefit from attending numerous trade meetings, having a chance to establish new business contacts. The Polish Chamber of Product and Service Providers to the Rail has joined us as the main sponsor.

We are looking forward to seeing all interested manufacturers and service providers at the first edition of the STATION showroom, which will be held on 20-23 November 2012 at the International Poznań Fair.

ADVERTISEMENT

The STATION Local and Regional Public Transport Showroom is a new project added to the schedule of the International Poznań Fair. It will display transport equipment for cities and conurbations, including both road and rail transport. The showroom will open for the first time on 20-23 November 2012.

The STATION showroom is a great opportunity to present products, latest trends, and innovative solutions for the building of new public transport infrastructure as well as updating and rehabilitation of the existing

RAILWAY REPORT INNOTRANS 2012

21

ADVERTISEMENT

ADVERTISEMENT

RAILWAY REPORT

22

RAILWAY REPORT INNOTRANS 2012

RAILWAY REPORT INNOTRANS 2012

23

ADVERTISEMENT

RAILWAY REPORT

• • • •

t 2 5 sa 1 l2 t u 20 al ee s /H M Tran 314 no .

In d no an St

CITIES IN MOTION

C:\Convince\Kunder lokalt\ RockDelta\100168 Opdatering af grafisk profil\HI billeder

Single resonance trackform Zero crossing at very low frequency Minimized sensitivity to bogie type Improved RAMS

ADVERTISEMENT

RockDelta inorganic resilient technologies are Common Sense A member of the Rockwool Group

100168 Rock Delta Annonce 185x125.indd 1

24

www.rockdelta.com

13-07-2012 13:43:54

RAILWAY REPORT INNOTRANS 2012

WA R S WA R S

More than 60 years of experience of WARS in train catering and hospitality services is the guarantee of high quality service.

Our guests can be sure that the menu offered is delicious, fresh and high quality. The products that we prepare our dishes with come from acclaimed and reliable companies and suppliers.

www.wars.pl

Internal DOS

SEE ENGINEERING ADVANTAGE Scan with a QR code reader

loading and unloading systems

Panto graph s

rs Couple

Applications for passange r tr a ins

18 – 21 September 2012 - Berlin

Applications for freight wagons:

Applications for toilets

Hall 10.2 Stand 217

To learn more send us an email rail@norgren.pl or visit www.norgren.com/rail

ENGINEERING ADVANTAGE

Our core products and technologies are proven over millions of miles of reliable service for metro, intercity, freight, high-speed and refurbishment rail markets across the world. We focus our engineering resource to develop innovative solutions for brake systems, air preparation, couplers, doors, pantographs and water systems. We fully understand the environmental challenges, standards and specifications that matter to rail operators and OEM s.

IMI International Sp. z o.o. Oddział NORGREN, tel.+4822 518 95 30, www.norgren.pl

tion ara p e pr Air

iew Rearr-rvors mi

YOU CAN SEE OUR THINKING

NORGREN OVER 40 YEARS EXPERIENCE IN RAIL SECTOR

28

RAILWAY REPORT INNOTRANS 2012

PKP CARGO LOGISTICS GROUP can meet specific customer requirements of each order, at the same time ensuring high quality of services and security of cargo while minimizing time and cost of delivery

Grupa PKP CARGO LOGISTICS może zrealizować każde zlecenie klienta, gwarantując wysoką jakość obsługi i bezpieczeństwo ładunku przy jednoczesnym zminimalizowaniu czasu i optymalizacji kosztów dostawy

PKP Polskie Linie Kolejowe S.A. manages the national rail Network The company`s primary products are timetables established at the request of its clients – both passenger and cargo rail carriers, sold pursuant to an agreement in the form of specific routes.

The company`s principal task include: • Facilitating access to railway for train operating companies while observing the principle of equal treatment, • Modernizing and adapting railway lines to European Union standards, • Developing train timetables, • Running train operations on railway lines, • Maintaining rail infrastructure in a condition which ensures the safe operation of rail traffic, • Cooperation with neighbouring rail infrastructure management entities.

PKP Polskie Linie Kolejowe S.A. develops its operational strategy on the basis of strategic government, national and EU legislation and taking into account requirements resulting from current operations, commercial conditions and the market situation.

PKP Polskie Linie Kolejowe S.A. runs its operations with particular care for the environment.

www.plk-sa.pl

18-21 September 2012

KUCA SP. Z O.O.

R

Hall 11.2 / Stand No 310