Trams in Poland - European Rolling Stock Forum

Transcription

Trams in Poland
2016
"Trams in Poland 2016" is a comprehensive analysis describing in details conditions of operation, production of
tramways in Poland, as well as development of tramway and Light Rail networks in Polish cities. The document,
preparde by Railway Market - CEE Railway Rolling Stock Review portal's team, is a source of knowledge about all tram
entities functioning in Poland, types of vehicles which they are using and their purchase and modernisation plans.
The analysis provides useful knoledge about part of the public transport market in one of the biggest countries in
Central and Eastern Europe and one of the biggest tram markets on our continent.
The report presents current data up to May 2016.
Contents of the report:
• description of particular tram cities in Poland - information about companies using trams, characters of their
operations and strategy, plans of acquiring new vehicles and modernising older ones. All information visualizes
by transparent tables and diagrams;
• predictions regarding expected orders for new trams on the Polish market;
• predictions regarding planned extensions of the tram lines and infrastructure;
• list of all orders for new trams in last years with information of contract values;
• description of planned introduction of trams in Polish cities;
• detailed information about companies which produce and modernise trams in Poland - information about their
offer, signed contracts and a little bit of history.
The report presents over 70 pages of knowledge for:
• foreign companies providing products and solutions for the Polish tram market;
• entities planning to enter the Polish tramway market;
• consulting companies.
"Trams in Poland 2016" is closely related to the European Rolling Stock Forum, the biggest and most prestigious
conference in Poland and CEE devoted to the rail rolling stock sector.
www.ceerailwaymarket.eu
www.europeanrollingstockforum.eu
Contents
Introduction..............................................................................................................................................................................6
Current developments............................................................................................................................................................7
Tramway systems....................................................................................................................................................................9
Bydgoszcz................................................................................................................................................................................ 10
Introduction............................................................................................................................................................................. 10
Current situation.................................................................................................................................................................... 10
Recent deliveries of new trams......................................................................................................................................... 11
Perspectives............................................................................................................................................................................. 11
Częstochowa.......................................................................................................................................................................... 12
Introduction............................................................................................................................................................................. 12
Current situtation................................................................................................................................................................... 12
Perspectives............................................................................................................................................................................. 13
Elbląg......................................................................................................................................................................................... 14
Introduction............................................................................................................................................................................. 14
Perspectives............................................................................................................................................................................. 15
Gdańsk...................................................................................................................................................................................... 16
Introduction............................................................................................................................................................................. 16
Perspectives............................................................................................................................................................................. 17
GOP – Górnośląski Okręg Przemysłowy (Upper Silesia Industrial Region)............................................. 18
Introduction............................................................................................................................................................................. 18
Perspectives............................................................................................................................................................................. 20
Gorzów Wielkopolski......................................................................................................................................................... 21
Introduction............................................................................................................................................................................. 21
Perspectives............................................................................................................................................................................. 22
Grudziądz................................................................................................................................................................................ 23
Introduction............................................................................................................................................................................. 23
Perspectives............................................................................................................................................................................. 24
Kraków...................................................................................................................................................................................... 25
Introduction............................................................................................................................................................................. 25
Perspectives............................................................................................................................................................................. 27
Łódź............................................................................................................................................................................................ 28
Introduction............................................................................................................................................................................. 28
Perspectives............................................................................................................................................................................. 30
Olsztyn...................................................................................................................................................................................... 31
Introduction............................................................................................................................................................................. 31
Curent situation...................................................................................................................................................................... 31
Perspectives............................................................................................................................................................................. 32
Poznań....................................................................................................................................................................................... 33
Introduction............................................................................................................................................................................. 33
Perspectives............................................................................................................................................................................. 35
Szczecin.................................................................................................................................................................................... 36
Introduction............................................................................................................................................................................. 36
Perspectives............................................................................................................................................................................. 38
Toruń.......................................................................................................................................................................................... 39
Introduction............................................................................................................................................................................. 39
Perspectives............................................................................................................................................................................. 40
Warsaw...................................................................................................................................................................................... 41
Introduction............................................................................................................................................................................. 41
Perspectives............................................................................................................................................................................. 44
Wrocław.................................................................................................................................................................................... 46
Introduction............................................................................................................................................................................. 46
Perspectives............................................................................................................................................................................. 48
Planned networks................................................................................................................................................................ 49
Jaworzno.................................................................................................................................................................................. 50
Rzeszów.................................................................................................................................................................................... 50
Perspectives............................................................................................................................................................................. 52
Fleet plans summary............................................................................................................................................................ 54
Infrastructure plans summary........................................................................................................................................... 55
Manufacturers....................................................................................................................................................................... 56
Pesa............................................................................................................................................................................................. 57
Company’s overview............................................................................................................................................................ 57
Tramways.................................................................................................................................................................................. 58
Vehicle types............................................................................................................................................................................ 60
Solaris........................................................................................................................................................................................ 61
Tramways.................................................................................................................................................................................. 62
Modertrans............................................................................................................................................................................. 64
Tramways and vehicle types.............................................................................................................................................. 65
Newag........................................................................................................................................................................................ 67
Tramways.................................................................................................................................................................................. 68
H. Cegielski – Fabryka Pojazdów Szynowych........................................................................................................ 69
Tramways.................................................................................................................................................................................. 70
Remonty i Modernizacja Tramwajów Protram...................................................................................................... 71
Disclaimer................................................................................................................................................................................ 72
5
Trwamways in Poland 2016
Introduction
There are currently 15 tramway systems in operation in Poland. The history of most of them dates back to the 19th
century. However, there are also two post-WWII systems – one in Częstochowa, launched in 1959, and the newest
addition, in Olsztyn, launched in 2015.
The smallest city to have an independent network is Grudziądz, with a population of 98 thousand. The network in
question, consisting of 9 km of routes and one line in operation, is the smallest in Poland. The largest network of
around 170 km supports the Upper Silesia Conurbation – it is one of the most extensive networks in Europe, with
interurban operation, serving, in total, 13 cities. An interesting case is Łódź with three suburban routes providing
services to satellite towns and even rural areas.
Public transport saw rapid changes in recent decades. In 1989, the communist rule ended, with the transition to
democracy and a free market economy. This had several consequences – more chaotic development of cities, along
with motorization boom, and the lack of funds for transport investments to serve new settlements or old ones, still
deprived of adequate transport services.
Cities had to struggle with growing road traffic and falling passenger volumes. This led to some route closures in the
1990s in Łódź agglomeration, Toruń, Bydgoszcz and the Upper Silesia Conurbation, where, unfortunately, closures
continued well into the 21st century (with Gliwice abandoning the entire network in 2009). On the other hand,
some cities continued their investments, though they were often delayed and slower than anticipated, with bigger
residential districts in some cities having no access to mass transit solutions (like Gocław or Tarchomin in Warsaw,
Fordon in Bydgoszcz, southern districts of Gdańsk, or the right bank of Szczecin). However, despite the predominant
role of buses in modal split, the existing tram routes serve as the backbone of transport systems.
Rolling stock purchases were much below the needs, with small batches of new, partially low-floor trams operating
in the bigger cities. For example Warsaw entered the 21st century with 13N trams dating back to the late 1950s and
1960s, while Konstal 105N family trams are still prevalent in almost all cities. As an interim and cheap solution, Polish
cities explored the possibilities of acquiring second-hand rolling stock – mainly the Duwag GT6 and GT8 trams
from German cites. Though in many cases older than Konstal units, they were more reliable and often in pristine
condition. Later some newer second-hand trams were delivered as well, such as N8C/M8C in Elbląg, Gdańsk, Łódź,
or Tatra T6 and Kt4 in Szczecin. Currently second hand fleet serves nine systems.
The situation changed rapidly after Poland joined the EU in 2004. The Cohesion Fund resources brought about
a significant change of the transport situation.
6
Warsaw
•
•
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•
•
•
•
•
Area: 517 km2
Inhabitants: 1,735,000
Province: Mazowieckie (capital: Warsaw)
Tramway system establishment: 1891 (horse) / 1899 (electric)
Network length: 121 km
Track gauge: 1435 mm
Number of lines: 26
The operator: Tramwaje Warszawskie (TW)
Introduction
Trams appeared in Warsaw in the 19th century under the Russian
rule. The launching of tram services in Warsaw is connected to the
development of railway lines, as an efficient transport connection
for transferring passengers was needed. The first line linked three
railway stations – the Vienna railway station on the left bank of the
Vistula River with Vilnius and Terespol stations on the right bank.
Warsaw became the capital city of independent Poland in 1918.
The city was heavily destroyed during WWII, which adversely
affected the landscape of the city and the tram network. After WWII
the tramway tracks where re-gauged from the wide 1520 mm to
1435 mm. The network received its shape mainly by the 1970s –
with new routes opening and with some of the old ones closing,
including the important and long route to Wilanów (which took
place to produce space for cars). Later, the network did not catch up
with the city development, with the metro system in its planning
phase.
Development of trams continued in the 1990s, with tramways
reaching Bemowo. However, the priority was the metro construction:
the first line opened in 1995, and it was extended in stages until
2008; the second line joined in 2015.
Current situation
Currently, Warsaw tramways are one of the biggest tramway network
in Poland and are of great importance to the city transport – with vast
numbers of segregated tracks. It is also the busiest tramway network
– with the number of departures reaching 42 in one direction in Aleje
Jerozolimskie. The tramways in Warsaw have also one of the highest
maximum speeds, but waste a lot of time on intersections and traffic
lights.
After Poland joined the EU, a further network expansion was
possible, though it was not as spectacular as in other cities. The
Powstańców Śląskich route in Bemowo was finally completed in two
phases – in 2005 the section between the Nowe Bemowo loop and
Broniewskiego Street (1.9 km), and in 2015 between Górczewska and
Radiowa Streets (1.5 km). Another new route links the Metro Młociny
hub in the north with the Tarchomin district. The line, passing the
41
Vistula River, was opened in two phases – in 2012 to Stare Świdry (2.4 km) and in 2014 to the Tarchomin Kościelny
terminus (2.3 km).
In recent years Warsaw Trams saw unprecedented fleet renewal. In 2007, FPS Cegielski delivered 30 trams of 123N type
– which was the last order ever for high-floor trams in Warsaw. All subsequent tenders were for low-floor units. All in
all, the operator has bought 281 new trams from Pesa since 2006. The first batch comprised the fifteen 120N Tramicus
trams delivered in 2007. The next order included the delivery of 186 trams in a single tender. Pesa offered five-section
120Na Swing trams for the value of PLN 1,498 million, with the agreement signed in May 2009. Afterwards, it was
decided that six trams from this order will be bi-directional units for the unfinished Tarchomin route. All 186 Swing
trams were delivered between 2010 and 2013. The delivery allowed phasing out (by the end of 2013) of all 13N trams
produced between 1959 and 1969 and the oldest trams from the 105N family from the 1970s.
In 2012, a tender for 45 bi-directional trams was announced. Once again, Pesa placed the best offer with 128N Jazz Duo
for PLN 377 million. The company also won the 2014 tender for additional five trams, worth PLN 48 million. The trams
were delivered between 2014 and 2015. They are intended to serve feeder lines terminating in places where there is no
space for a classical turning loop (one such instance is line 11 terminating at the Rondo Daszyńskiego metro station).
Moreover, they are to help maintain tram service during construction works when sections of tracks are closed.
The last order covered the shorter, 20 metre-long trams. Pesa was the only bidder, with the 134N Jazz trams for PLN
189 million. They were delivered in 2015, with the last trams entering service in 2016. The short trams will run on the
less busy lines .
The TW Company has currently 758 cars coupled in 530 tram sets. Around 55% of them are low-floor units.
It is worth mentioning that in 2014 TW ordered six technical trams and two trailers from ZPS Stargard. The vehicles
are to enter service in 2016. Four cars will be used by the Track Maintenance Department, where they will be used to
support welding and maintenance of points and adjustment mechanisms. Two cars will be used by the Track Repair
Department, where they will be used as transport units (they will pull the trailer with rail materials) and vehicles of
welding brigades. One of the trailers will be used for transporting and spreading crushed stone, whilst the other one
will carry materials used for renovation and construction of tram tracks (i.e. rails, sleepers). In winter, the cars will be
fitted with snowploughs. The contract is a complete novelty, being the first order for purpose-built technical stock.
Previously TW used old K trams from the 1940s, and in other cities they still use old, decommissioned passenger rolling
stock for technical tasks.
Model
Manufacturer
Year of
production
Quantity
Low floor
Comments
High-floor
Konstal 105Na
Konstal
1977*/19841991
196
N
* one car from the 1970s
Konstal 105Nb
Konstal
1992-1993
4
N
-
Konstal 105Nb/e
Konstal
1994
4
N
-
Konstal 105Ne
Konstal
1993
18
N
-
Konstal 105Nf
Konstal
1994
44
N
-
Konstal 105Ng
Konstal
1993
2
N
-
Konstal 105Ni
Konstal
1991-1998
16
N
-
42
Konstal 105Nm
Konstal
1995-1997
14
N
-
Konstal 105N2k
Konstal
1995-2000
55
N
-
Konstal 105Nz
Konstal
1997
2
N
-
Alstom Konstal
2001
31+31
N
For two-car operation
FPS Cegielski
2006-2007
30
N
-
Konstal
N2k/2000
123N
Low-floor
Konstal 112N
Konstal
1995
1
P
Konstal 116N
Alstom Konstal
1998
1
P
Konstal 116Na
Alstom Konstal
1999
2
P
Konstal 116Na/2
Alstom Konstal
1999-2000
26
P
120N
Pesa
2007
15
Y
120Na
Pesa
2010-2013
180
Y
120N Duo
Pesa
2012
6
Y
128N
Pesa
2014-2015
50
Y
134N
Pesa
2015
30
Y
Partially under
commissioning
Recent deliveries of new trams
Supplier
Type
Basic
characteristics
Quantity
Date of
agreement
Offered price
Deliveries
FPS Cegielski
123N
14.3 m high-floor
cars for coupling
30
07.2005
PLN 56.86
million
2007
120N Tramicus
31.8 m fivesection trams
15
08.2006
PLN 88.7
million
2007
Pesa
43
Pesa
Pesa
120Na Swing
120Na Swing
Duo
Pesa
128N Jazz Duo
Pesa
Pesa
134N Jazz
30.1 m fivesection trams
180
30.1 m bidirectional fivesection trams
6
Change of
initial order in
2011
45
03.2013
PLN 377.43
million
2014-2015
5
09.2014
PLN 47.79
million
2015
30
01.2014
PLN 189.24
million
2015
29.7 m bidirectional fivesection trams
19.3 m threesection trams
05.2009
2010-2013
PLN 1497.6
million
2012
Perspectives
The plans for the new EU Perspective are ambitious. Nearly 20 km of new tramway routes are planned. Projects include the
purchase of around 120 new trams between 2018-2021, partially in connection to development plans. The first tramway
tender is to be announced in 2016. It has not yet been decided whether the order will be placed in one, two, or three
tenders.
Currently the Tarchomin extension along Światowida Street (around 2.5 km) is being prepared. The first stage includes the
section from Tarchomn Kościelny to the Nowodwory terminus (1.5 km) – however, without a turning loop (the extension
will be served by bi-directional trams). A tender for construction works was announced in October 2015. The line should
be ready by the end of 2016. Seven offers were laid in the tender ranging from PLN 29.5 million to PLN 37.6 million.
The second stage includes a section to the Winnica loop.
Another project includes the new route on western section of Kasprzaka Street (around 1.8 km) on the partially reinstated
alignment. The route west of Skierniewicka was suspended in 1990 due to road construction – overhead wires are still
there, with portions of tracks covered in ground and grass. This time the tramway route will be laid on the entire length of
Kasprzaka Street to Wolska Street. At the junction of Kasprzaka and Wolska the trams will use the current road tunnel. The
Kasprzaka and Tarchomin projects include a purchase of ten bi-directional trams.
Plans include construction of a tramway route to the big Gocław district on the right river bank, which is a solution favoured
over the previously envisioned metrobus (BRT) concept. The 4.5 km route will link Waszyngtona Avenue with the area of
the current Gocław bus loop. The tramway route will require a viaduct over Stanów Zjednoczonych Avenue. The tracks will
pass along Egipska and Bora-Komorowskiego Streets. The exact route through the Saska Kępa district has not yet been
determined – three variants are being analysed, with trams passing along Międzynarodowa and Afrykańska Streets, along
Kanał Wystawowy (canal) and Afrykańska or along Kanał Wystawowy and using the reserve for Tysiąclecia road corridor.
The project includes the purchase of 18 uni-directional trams up to 33 m in length. The construction of the tramway route
has been announced for 2020-2022. The overall cost is estimated at PLN 320 million.
However, the biggest project is the 10-km-long route from Dworzec Zachodni (West Railway Station) to Wilanów. The
trams will pass along Bitwy Warszawskiej 1920 r., Banacha, Rostafińskich, Rakowiecka, Goworka, Spacerowa, Sobieskiego
Streets and Rzeczypospolitej Avenue to the terminus in Branickiego Street, linking three existing tramway routes.
It is planned that the section in the area of West railway station will be built in a tunnel, with two underground stops. At a
later stage the route might be extended from West railway station to Kasprzaka in the Wola district. The project included
the purchase of 50 new bi-directional trams, sidings in the area of Ratusz Arsenał metro station or the POLIN museum
for the trams coming from Wilanów and a new depot at Annopol, on the right river bank, for around 150 trams. The new
depot is a sine-qua-non condition for the development of trams. The construction of the new tramway route, conducted
in stages, could start in 2018. It will be built in stages.
44
In 2015, the TW Company has signed an agreement with the consortium of Safege and Schuessler-Plan Inżynierzy for
the design concept of the Kasprzaka – Wilanów route and obtaining environmental decisions. According to plans, the
route is divided into six stages. Part A includes the section from Kasprzaka Street to West railway station, B – from West
railway station to Grójecka Street, C – from Banacha Street to Rakowiecka Street via Pole Mokotowskie park, D – from
Pole Mokotowskie metro station to Św. Bonifacego Street via Rakowiecka, Puławka, Goworka, Spacerowa, Belwederska
and Sobieskiego with a branch to the Stegny bus terminus via Gagarina and Św. Bonifacego Streets, E – section from Św.
Bonifacego to South Orbital Road with a branch in Branickiego Street, and finally F – sidings or a classical loop in the area
of Ratusz Arsenał metro station (with the possibility of laying tramway tracks to POLIN Museum). However, only sections
A and D+E have been submitted for EU funding. The section C with the alignment via Pole Mokotowskie park might prove
problematic, with expected protests from pro-environmental organisations.
Last but not least, on the reserve list there is the short 1.4 km section of tracks in Wilanowska Avenue between Wilanowska
metro station and Marynarska Street to improve connections with the Służewiec business district, which is in urgent need
of improved transport services.
Unsurprisingly, the official plans include further development of metro line 2, which will be extended in both directions.
In total, 12.2 km of line with 11 stations will be built in two stages (the contractors for the first 3+3 stage have already been
chosen). A tender for 30-35 trains is being prepared.
Apart from this, ZTM Warszawa plans a new transport hub in the area of Wilanowska metro station, where metro, trams,
city, suburban and regional buses meet. Ideas include an underground bus station and new commercial buildings.
In 2016 a tender for the concept of the interchange will be announced. In 2017 it should be decided whether the project
will be conducted solely by the city, or using the ppp formula. Construction is planned to take place in 2019-2020.
45
Pesa
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Date of establishment: 2001
Headquarters: Bydgoszcz
President: Tomasz Zaboklicki
Employees: 5500
Pesa is the leading Polish manufacturer of trams. The company
has, more or less, monopolized the market. However, the primary
domain of the company is railway cars, which is reflected in the
name – Pesa stands for Pojazdy Szynowe (rail vehicles).
Company’s overview
Pesa is the successor of a former PKP state railways repair unit.
However, the history of that entity dates back well into the 19th
century. In 1851, the Repair Workshops of Prussian Eastern Railway
were opened, close to the main railway station in the city of Bromberg
(now Bydgoszcz). After 1920, when Poland gained independence,
the workshop became part of PKP Polish State Railways, being one of
the 13 principal railway workshops in the country. The role of PESA’s
predecessor remained important after WWII in the centrally planned
economy of the communist state. Now the institution was known
under the name of Zakład Naprawczy Taboru Kolejowego Bydgoszcz
(Rolling Stock Repair Shop).
A new chapter opened after the fall of communism, during the
transition to free market economy. In 1991, ZNTK Bydgoszcz left
the PKP organisation, though it still focused on repairs of passenger
rail cars for PKP and for Warszawska Kolej Dojazdowa, the Warsaw
suburban line. Moreover, the company entered into cooperation
with foreign partners. In 1995, the enterprise was transformed into
a joint-stock company under the State Treasury.
In 2001, the shareholders’ meeting authorized changes in ZNTK.
The company became a private enterprise and adopted the name
Pojazdy Szynowe Pesa Bydgoszcz Spółka Akcyjna Holding, which
reflected the shift in its activity: from repairs and modernizations to
building new rolling stock. In 2001, Pesa started the production of
railbuses for regional railway service.
Pesa is a joint-stock company. 92% of Pesa shares are owned by
eight private investors, including members of the manufacturer’s
management, one of whom is Tomasz Zaboklicki, the CEO of Pesa.
Pesa has a really strong position on the market. It has become the
largest supplier of rail equipment and vehicles in Poland. Currently
vehicles produced by Pesa are used in 11 countries.
57
Tramways
In the 1990s, high-floor vehicles were still produced by Konstal from Chorzów. Very few low-floor vehicles were
manufactured then, in small batches. In 2001, the Alstom Company, which had takenover Konstal, produced the last
new trams and from then on the production of tramway cars ceased in Poland, with cities procuring new or secondhand vehicles from abroad. It was clear that there is a niche, soon spotted by Pesa.
Pesa entered the tramway market in 2003 with the modernization of two 805Na cars for MZK Bydgoszcz (the vehicles
are now designated as 805Nm). The year of 2005 turned out to be lucky for Pesa. The company signed the first
contract for completely new trams – six fully low-floor 121N Tramicus units for Elbląg, a success that was followed
the next year by the contract for fifteen 120N Tramicus for Warsaw.
In June 2013, Pesa signed a contract with Moscow for the delivery of 120 trams of 71-414 Fokstrot type. However,
due to the economic downturn and depreciation of the Ruble after the annexation of Ukrainian Crimea, war in the
Eastern Ukraine and sanctions imposed by foreign states, the fulfilment of the contract faced problems. Only 60 cars
were delivered, with Moscow being unable to pay for the rest. The matter remains unresolved, with the remaining
vehicles grounded at Pesa’s. Although the manufacturer has not officially admitted that, it is said that those trams
might be offered now to some Ukrainian cities.
Savings achieved from EU projects have allowed Polish cities, as well as railway companies, to launch additional
investments. In 2014, several operators ordered new rolling stock. Due to the requirements of the EU funding, all
projects had to be completed and settled before the end of 2015, which meant a tight schedule. Nonetheless, Pesa
participated in all the tenders, beating other manufacturers. This resulted in a backlog of orders with the risk of
time overrun and the potential loss of the EU funding for a given city. Nearly all Pesa’s contracts were delayed.
MPK Kraków and MPK-Łódź went as far as to send to Bydgoszcz workers from their own workshops to facilitate
the manufacturing process, though this was not enough. However, the Polish authorities and the Centre for EU
Transport Projects (CUPT) found a solution. The contracts were billed and paid conditionally before the end of 2015,
with the cities paying on a trust fund for manufactured, though not yet commissioned trams. Pesa received money
only after fulfilment of the contract.
All in all, in mid-November 2015, seven contracts for 216 vehicles, receiving EU support, amounting to PLN
1.93 billion, were endangered – the trams for Krakow, Bydgoszcz, Łódź, Warsaw, Toruń and two railway contracts for
PKP Intercity (Dart fast trains) and Koleje Mazowieckie (22 double-deck cars and two locomotives). By the end of
2015, 146 vehicles were fully commissioned, with further 70 commissioned only conditionally.
Volumes
City
In
service
Gauge
[mm]
No of
sections
Length
Width [m]
120N Tramicus
15
Warsaw
2007
1435
5
31.82
2.35
121N Tramicus
3
Elbląg
2006
1000
3
20.22
2.35
122N Tramicus
10
Łódź
2008
1000
5
31.82
2.35
122N Tramicus
2
Bydgoszcz
2008
1000
5
31.82
2.35
180
Warsaw
2010
1435
5
31.82
2.35
120Na Duo Swing
6
Warsaw
2012
1435
5
32.82
2.35
120NaG
35
Gdańsk
2010
1435
5
32.82
2.35
Type
120Na Swing
58
120Nb Swing
9
Segadyn (Hungary)
2012
1435
5
30.12
2.35
120NaS
6
Szczecin
2011
1435
5
32.82
2.35
120NaR
4
Kluj-Napoka
(Romunia)
2012
1435
-
-
-
121NaK Swing
1
Kaliningrad
(Russia)
1000
3
19.35
-
120NaS2 Swing
22
Szczecin
2013
1435
5
30.12
-
122NaSF Swing
20 out of 25
Sofia (Bulgaria)
2014
1009
5
30.12
2.3
121NbT Swing
6
Toruń
2015
1000
3
19.37
2.35
122NbT Swing
6
Toruń
2014
1000
5
30.12
2.35
122NaL Swing
22
Łódź
2015
1000
5
30.50
2.4
122NbTDuo Swing
5
Toruń
2015
1000
5
~30
2.35
122NaB Swing
12
Bydgoszcz
2016
1000
5
30.12
2.35
128N Jazz Duo
50
Warsaw
2014
1435
5
29.7
2.4
128NG Jazz
5
Gdańsk
2015
1435
5
29.7
2.4
123N Jazz
30
Warsaw
2015
1435
3
19.3
2.4
2010N Twist
7
Częstochowa
2012
1435
3
32
2.4
2012N Twist Step
30
Upper Silesia
2015
1435
3
32
2.4
60 out of
120
Moscow
(Russia)
2014
1524
3
26.255
2.5
2014N Krakowiak
36
Kraków
2015
1435
4
42.83
2.4
2010NW Twist
8
Wrocław
2014
1435
3
32
2.4
1 (10)*
Kiev
2015
1524
3
26.255
2.5
71-414 Fokstrot
71-414K
* one tram delivered in 2015 as a test vehicle; in April 2016 Pesa has won a tender for the delivery of 10 more trams for Kiev
59
Vehicle types
Pesa started the production of new Tramicus trams in 2006. The first orders were six 121N Tramicus units for Elbląg,
followed by fifteen 120N Tramicus units for Warsaw in the subsequent year. Pesa also sold ten 122N Tramicus units to
Łódź and two to Bydgoszcz. The Tramicus trams were available in several versions – for metre gauge and standard
gauge systems, with three and five sections.
After the delivery of Bydgoszcz trams in 2008, Pesa ceased the production of Tramicus, only to replace it with big
the Swing family, produced from 2010 onwards. By the end of January 2016 a total of 339 Swing trams had been
ordered for Polish and foreign cities. Pesa offers several versions, for different gauges, with three or five segments,
as well as for one direction and bi-directional operation.
Another family is the Twist trams, manufactured since 2012. Pesa offers three or four segment trams with a total
length from 26.255 m to 42.83 m. These trams are designed for systems with depleted tracks. The characteristic
feature of Twists is the lower static pressure of an axle on infrastructure given the rotary bogies (whilst the classic
axial wheel set is maintained). Derivatives of this family are the 71-414 Fokstrot trams made for Moscow and 2014N
Krakowiak made for Krakow, which are the longest trams in Poland (42.83 m). A total of 142 Twist family trams have
been delivered so far, with further 61 pending delivery.
The newest family is Jazz, created based on the experiences with the production and operation of Tramicus and
Swing trams. The trams are completely low-floor, without any sections of raised floor. Also the side walls are straight,
without bevels. Another characteristic feature is the bogies without axles. So far Pesa produced 3- and 5-section
trams for uni- and bi-directional operation. The trams come in different stylistics (for example Warsaw ordered “retro”
look for the bi-directional trams). Eighty-five trams of this type have been delivered to Warsaw and Gdańsk.
60

Trams in Poland - European Rolling Stock Forum

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