Szybka Kolej Miejska (Tricity)

:"SKM" redirects here. For other uses of this abbreviation, see SKM (disambiguation)".Infobox_Company
company_name = PKP Szybka Kolej Miejska
w Trójmieście Sp. z o.o.
company_
company_type = Ltd.
company_slogan = We give the people a freedom to move
("Dajemy ludziom swobodę przemieszczania się")
foundation = December 22, 2000
(as a separate company)
1951
(as a part of PKP)
location = Gdynia, Poland
key_people = Andrzej Osipów
chairman/CEO
Maciej Lignowski
management board member/COO
Piotr Małolepszy
management board member/CFO
num_employees = 854 (2006)
industry = Rail transport
products =
revenue = 93 832 300 zł (2006)
net_income = 1 920 100 zł (2006) [cite_web|url=http://www.pkp.pl/files/raport%20roczny%20pkp_2006.pdf|title=|format=PDFen icon PKP Group report in PDF|date=2006|accessdate=2007-11-01]
homepage = [http://www.skm.pkp.pl/ www.skm.pkp.pl]

Szybka Kolej Miejska (SKM; Polish: "Fast Urban Railway") is a railway transportation service that originally functioned in Poland's Tricity area (Gdańsk, Sopot and Gdynia). The system has grown since its creation to cover a longer route, reaching towns like Słupsk, Lębork and Wejherowo.

It is serviced by electric multiple unit cars at a frequency of 6 minutes to half an hour (depending on the time of day) between trains. It is an essential service for the cities and is often compared to subway service in other European cities. The Tricity area is uniquely suited for this mode of transport, as it's shaped in a relatively narrow north-south corridor between the Gdańsk Bay and the Tricity Landscape Park. [cite_web|url=http://www.pkp.pl/english/grupa.php|title=en icon SKM data from PKP Group site on PKP official site|date=|accessdate=2007-01-21]

General information

The company

PKP Szybka Kolej Miejska w Trójmieście is a limited company, part of PKP Group, founded in 2001 after PKP had been split into several companies in order to meet European Union standards. SKM is responsible for passenger transport across Tricity, and is fully dependent on PKP SA company. SKM is one of the companies which are set for quick privatistion. [cite_web|url=http://www.pkp.pl/english/grupa.php|title=en icon SKM data from PKP Group site on PKP official site|date=|accessdate=2007-01-21]

The main goals of company can be described as managing special rail line (No. 250) and providing urban rail transport. The incorporation act was signed on December 22 2000, and the company was registered on December 29 2000. Operations began on July 1 2001. [cite_web|url=http://www.pkp.pl/bip/portert_grupy_pkp.pdf|title=|format=PDFpl icon SKM information from PKP Group's overview in PDF|date=|accessdate=2007-01-16]

SKM is one of the most profitable companies of PKP Group. Although it noted a loss in 2003, SKM posted profits in previous years, as well as in years 2004 and 2005. The company is involved in many cultural events in Tricity, mainly as a sponsor. SKM is managed by a three-person management board. [cite_web|url=http://www.pkp.pl/english/grupa.php|title=en icon SKM data from PKP Group site on PKP official site|date=|accessdate=2007-01-21]

upervisory board

The company's management is supervised by a seven-person supervisory board. The current members of the supervisory board are:
*Lucyna Roszyk - President
*Janusz Krynicki - Member
*Grzegorz Borowiec - Member
*Jerzy Góra – Member
*Marek Chacuk - Member
*Edward Hering - Member
*Krzysztof Ciećka - Member

hareholders

The main shareholder of SKM company is the Polish Exchequer, owning 84,6% (56 640) of them. The rest is owned by PKP S. A. - 3% (1966 shares) and Pomeranian Voivodeship - 12,4% (8 000 shares). [cite_web|url=http://www.skm.pkp.pl/bip/index.php|title=pl icon SKM's Public Information Bulletin ("Biuletyn Informacji Publicznej SKM")|date=|accessdate=2007-11-01]

EMUs

SKM uses mostly PKP class EN57 and EN71 electric multiple unit trains, some of them were modernised to meet more recent demanding needs such as handicap accessibility, advanced security and comfort. The rolling stock is maintained in Gdynia Cisowa Elektrowozownia (Gdynia Cisowa Depot), which is located on the border between Gdynia and Rumia, and serves also as company headquarters.

The EMUs have doors on both sides of the train and can therefore easily be operated in either direction. Even though the SKM line has stops with high platforms, the units can be used on low platform stations as well. The most common livery for SKM electric multiple units is yellow and blue, and all units are painted this way during servicing. The exception are units with advertising labels, which are coloured according to the advertiser's wishes. The SKM company logo is placed on both sides of the unit, next to the doors.

A big problem for SKM are homeless people who in winter time seek shelter in the trains. SKM is trying to solve security problems in the trains, problems that are especially evident at night. Security is handled by SOK ("Służba Ochrony Kolei", Rail Protection Office) officers and private security companies. Police and City Guard patrols are also more common than they once were. Another essential problem for SKM management are people devastating EMUs with graffiti. Company's spokesman, Mr. Wróblewski assumes annually costs of removing paint from the trains as ce. 150 000 zł (about 50 000 USD).

On May 2006 one of SKM employees, Marek Pleśniar discovered an old EMU, like ones that used to drive on SKM lines until 1970s (and previously on Berlin S-Bahn - built in 1936 especially for 1936 Summer Olympics). Those EMUs were cancelled on December 20 1976 according to the change of voltage in traction from 800 V to 3000 V. After this change many of them were used as technical cars or even as holiday houses for PKP employees. The EMU found in Tuchola Forest had probabely been used as the second purpose.

The EMU is now waiting in the SKM sheds in Gdynia Cisowa and will probably be used as an old style customer service office on one of the stops. The train is well preserved and as SKM officials say the renovation is not going to be difficult. [cite_web|url=http://www.wirtualny.sopot.pl/wiadomosci/wydarzenia/17749|title=pl icon Old-time EMU in Tricity ("Zabytkowa kolejka w Trójmieście")|date=2006-05-10|accessdate=2006-07-15]

On October 29 2007 EN57 units modernised by ZNTK in Mińsk Mazowiecki started service for SKM. Modernisation included, aerodynamical shape and several security systems, which prevent door opening while the EMU is in motion. Inside the units all dividing walls were removed, seats were mounted on walls instead of on the floor what should ease cleaning. EMU's toilet had been suited to serve handicapped people. Another modification that would increase travelling comfort were electric displayers and voice messages about stops. Crew compartments were equipped with air conditioning system.

Total cost of modernisadion came to 18,000,000 zł, 5,000,000 of which was covered by the European Union. According to SKM chairman, Mr. Osipów, the company intends to have at least 35 units modernised by 2012. [cite_web|url=http://www.trojmiasto.pl/wiadomosci/news.php?id_news=25538|title=pl icon Modernised SKM trains start running ("Odmienione SKM-ki ruszają w trasę")|date=2007-10-27|accessdate=2007-11-01]

Tickets

One of the most urgent and most difficult problems regarding not only SKM, but the whole Tricity transport is lack of common ticket for the whole agglomeration and transport types. One has to buy different types of tickets for trams and buses in Gdańsk, trolleybuses and buses in Gdynia, and for SKM trains. Attempts to solve this situations are in progress.

Most of the train stops have ticket booths, and passengers starting the voyage on the stop without one can buy the ticket directly from train service. The price of normal ticket depends on the distance of a trip, and vary from 2,20 zł. to 6,20 zł. Monthly and weekly tickets are also available, as well as discounts for students.

The tickets are not validated in trains, but have to be validated in devices standing on platforms. Passenger entering train with a non-validatd ticket is regarded the same as one without a ticket. SKM has subcontracted a company called "Renoma" for ticket control in EMU's.

Since 2002 SKM tickets are not valid in other PKP Group companies' trains. Previously PKP Przewozy Regionalne tickets could be used on SKM line, and SKM tickets in PKP Przewozy Regionalne trains on SKM route. Interestingly, it is still possible to buy a monthly ticket common for the two companies.

The layout of the ticket changed throughout the time. First tickets were the same as all local lines' tickets, and looked like a small cardboard rectangle, often with a hole pierced in the middle. More modern design was orange coloured, with a white strip on one end for stamping information about the station and time of validation. After improving stricte SKM tickets the layout took light blue colour, also with a white stripe. This new layout had stops list printed on the reverse in the beginning. Lately, advertisements appeared there, or an information about possibility of advertising. Another kind of ticket one can see in SKM trains is a blank ticket, used by train conductor to sell the tickets on stops with no ticket office available. It has a stop list with boxes to note start and stop of the journey, type of discount (if any) and number of tickets. An extra fee for train sale can also be filled on this blank, as such fee is taken if the passenger boards on a stop where he could buy a ticket normally.

The passenger caught travelling without a valid ticket is asked for his or her documents and charged with a fine. In case one refuses to show documents controlers can call the police to wait on the nearest stop in order to verify one's identity. The amount of money a passenger has to pay for travelling without a ticket is rather serious, and for now it is more than 100 zł (over 30$).

Since May 2006 SKM had been systematically introducing new layouts of single and monthly tickets. The main purpose was to distinguish the SKM tickets from other Polish railway companies. The change was made without instant cancelling old type tickets, so that the two layouts were functioning one along other for some time. [cite_web|url=http://www.wirtualny.sopot.pl/wiadomosci/wydarzenia/17841|title=pl icon New SKM tickets layout ("Nowe wzory biletów SKM")|date=2006-05-17|accessdate=2006-07-15]

Since 27 January 2007 it has been possible to buy tickets (both single and monthly) from special vending machines. Those machines are presently placed only on the most frequently used stops: Gdańsk Główny, Gdańsk Zaspa, Gdańsk Oliwa, Sopot, Sopot Kamienny Potok and Gdynia Cisowa. For the first week after introducting those devices SKM employees were advicing passengers how to operate them. The company is currently planning buying more machines. [cite_web|url=http://www.skm.pkp.pl/dali.php?aa=ogloszenia_dla_podroznych&bb=3&wwwskmpl=ed864ead7d77903a69201b11f0439504|title=pl icon SKM announces installation of vending machines|date=|accessdate=2006-02-22]

tops

Szybka Kolej Miejska owns 27 stops on the way from Gdańsk to Wejherowo, of which 8 are connected with railway stations. All stops are lying on one line, one after another. The situation looks like this since 2005, when Gdańsk - Nowy Port line was closed for passenger traffic, and five stops on this line are no longer used. [cite_web|url=http://www.kolej.one.pl/index.php?dzial=stacje|title=pl icon SKM stops information from Polish railway stations database|date=|author=Marek Potocki|accessdate=2005-12-08]

Throughout the Tricity, SKM has its own stops built only for its purpose. The stops have high platforms, with tracks on both sides. Except for Gdańsk Główny stop, all trains heading south stop at the western side of platform, and trains heading north on the eastern side. SKM is systematically working on improving the quality of stops, as most of them are currently in bad shape, not having basic services like handicapped lifts or proper ticket validators. The company had lately launched a research among visitors of its website, asking which of the stops should be repaired first. Since January 2006 SKM decided to install video cameras on stops and stations in order to improve the security level on platforms and inside station buildings. Since now only Gdynia Grabówek stop is equipped with those devices.

In 2004 Szybka Kolej Miejska signed an agreement with owner of press outlets chain "Relay", giving the latter exclusive rights for building its shops on platforms. One of the conditions was unification of the general look of kiosks. Outside the Tricity, on Gdynia Cisowa-Wejherowo line SKM uses later built stops, mainly with two platforms on each side of the tracks. The communication between platforms is made via underground or overground pedestrian passage.

Not all stops have ticket offices, some consist simply of a platform, sometimes even without a roof. A few of the stops are connected with railway stations, as the SKM tracks and long distance and local trains lines are parallel. A high platform is built on these stations in order to service SKM trains. Over 90% of stops are connected with other transport services (both buses and trams, or trolleys in Gdynia). For major stops, the timetables of the two services are synchronised, especially when comes to night connections. The company makes big effort to keep passengers well informed. Informational tables, price lists and timetables are changed as soon as the previous is out of date or destroyed (what unfortunately occurs quite often).Fact|date=November 2007

The stops on Gdańsk-Nowy Port line are no longer used, as the line is closed and despite their antique character (those stops were built before launching SKM service in Gdańsk) most of them are now ruined. Even in the last years when SKM still serviced this line no efforts were made to repair underground or overground pedestrian walkways or platforms. Gdańsk Nowy Port stop was the first one to be closed, when the line was shortened in 2000.Fact|date=November 2007

History

Before 1945

First works on building additional tracks for urban transport on Gdańsk - Sopot route begun in 1912 (station tracks modifications and tearing down buildings on planned route). The project was interrupted by the outbreak of World War I.In the interwar period, transport was completely divided between the Polish zone and the terrain of Danzig. Despite the fact that rail transport in Gdańsk was serviced by PKP, its authorities did not decide to connect their city with Gdynia by a rail service.
World War II led to a terrible devastation of Gdańsk, as well as the abolishment of borders dividing Tricity. As a part of war compensation PKP received 189 cars from German S-Bahn trains.

Post war time

[
thumb|First_electric_train_from_Gdańsk to Sopot leaves at 11:00 AM on January 2 1952] The initial design of urban transport (by prof. Roman Podolski) was to electrify existing tracks, but a more expensive project of building new lines of electrified tracks was forced mainly by "Gdańsk Regional Board of National Rail" director, Zbigniew Modliński - later Polish Vice-minister of Transport.The S-Bahn trains were refitted, mainly by changing the power supply system from the "third rail" (as still used today in Germany) to a system utilising overhead lines. Also, the lights were changed from small into larger ones that would conform with PKP standards.Apparently from construction of rail line to Gdynia a rail track to Nowy Port had been electrified. The first depot for German cars was organised temporarily near "Gdańsk Zaspa Towarowa" station (on the Gdańsk - Gdańsk Nowy Port route). A project to change within 15 years the voltage in power supply lines from 800 V (as in Berlin) into the Polish standard 3000 V was initiated. A total of 80 electric multiple units were refitted.In October 1950, the decision to build a sparate lane for urban transport was taken, and as a result a separate department of "Rail Electrification Office" was founded in Gdańsk. Until the operation started in 1952 the two-track line was ready only on the Gdańsk - Gdańsk Wrzeszcz distance. The line to Sopot still had only one track. The second track to Sopot was ready in June 1952. Owing to that, the train running frequency rose to 10 minutes. On July 22 1952 two-track connection with Gdynia Orłowo was ready, in 1954 dual-track traffic reached Gdynia Główna station, two years later Gdynia Chylonia, and on December 31 1957 first electric multiple units reached Wejherowo.On the Gdynia - Wejherowo distance SKM ran on rails common with other trains. Rails prepared for urban rail service from Gdańsk to Gdynia had few special features, like curves of a smaller angle, less resistant bridges and a top speed of 70 km/h.Until the 1970s, the ridership continued to grow heavily, which surprised even constructors. In 1959 the number of travellers reached over 50 million passengers annually. About 152.700 citizens were said to live in a distance no larger than 800 metres from SKM stations. More than 40% of the Tricity population used this means of urban transport. However, this lead a problem that is still evident to this day — crowding in the trains. Back in the day, some people were forced to ride on the outside parts of the trains.

Unrealised plans

Primary project asset electrification of the line from Gdańsk to Pruszcz Gdański was planned, but because old power lines near the tracks would have had to be removed, the plan was given up. Another unrealised project was electrification of the Gdańsk - Nowy Port line with an experimental voltage of 1500 V; low quality and frequent engine breakdowns led to project cancellation in 1954.

Plans to connect Wrzeszcz with Kokoszki and Kartuzy were often made in the 60s. It is not obvious why this line was not rebuilt and electrified, as the cost was relatively small. More hopes were connected with building a Seaside SKM that was to run from Zaspa Towarowa to Sopot, east of the existing line, to relieve pressure on the crowded (Sopot - Gdańsk) section. [cite_web|url=http://www.chem.univ.gda.pl/~tomek/15minut.htm|title=pl icon 15 minutes to Kartuzy ("15 minut do Kartuz")|author=Leszek Lewiński|date=|accessdate=2007-11-04]

The 70s and 80s

This was the age of the biggest traffic on lines. Introducing automatic line blockade allowed to increase train running frequency to 6 minutes. The voltage on Gdynia - Wejherowo line had been changed to 3000 V. As a result different EMU types had to be used. However, old S-Bahn trains caused more problems, and the decision to change voltage on the whole line, and as a result to exchange all trains was made. This forced another changes to be made, like lengthening the platforms and building new depots complex in Gdynia Cisowa. A continuation of building the third lane on Gdynia - Rumia distance was also in progress. The day (called by Tricity engineers "The X Day") when the change was made was set on December 20 1976. This caused a great disturbance, as the information of stopping the traffic on December 19 did not reach the public, and this was the pre-Christmas time.Thanks to unification, the electric multiple units were able to leave beyond Gdańsk - Wejherowo line, and ride on standard trains rails in case of emergency (as a result regular trains could also ride on SKM rails). In 1975 annual number of passengers travelling by SKM exceeded 100 million people, and it could reach the level of 300 thousand passengers daily.The eighties were the time of recession, not only for railroad. No new investments, except for the ones started in 70s, were made. The electrification of Polish railways was moving fast instead, and the plans appeared to electrify Gdynia - Kościerzyna route. According to started in 1986 first Polish nuclear power plant construction in Żarnowiec three units were heading this city in the period of 1986 to 1990.

Time of changes

The fall of communist regime and the change of economical system brought enormous development of individual motorisation, and as a result decreasing number of passengers in urban transport. During the 1990s, the annual number of passengers serviced by SKM was halved, from 80 million to 40 million, but it continued to be an important urban transport service in Tricity.

Capitalist economy forced much reorganisation in PKP. Main change was to leave the division made on geographical basis and start to divide PKP in departments depending on responsibility. As a part of this changes "Urban Passenger Transport Department" was founded in Gdańsk, responsible for marketing trade side of SKM.

Alongside this changes works on commercialising PKP were in progress and soon after SKM became separate company in July 2001.In June 2005 the line to Nowy Port was finally closed, as it proved no income.

On December 2 2005 SKM achieved 25th place in the top 100 Polish companies by Rzeczpospolita newspaper. It was the highest place in Pomeranian Voivodship and the highest position for the company from the PKP Group. [cite_web|url=http://www.skm.pkp.pl/dali.php?aa=nasza_historia|title=pl icon Company's history at official site|accessdate=2007-01-16]

Tensions in SKM management

Since 2003 the key people in SKM were Mikołaj Segień (CEO) and Piotr Małolepszy (CFO). After finishing their terms PKP put Andrzej Osipów and Maciej Lignowski. [cite_web|url=http://www.pkp.pl/aktualnosci_wybor_1.php?id=1069|title=pl icon PKP press communicate about changes in SKM management board|accessdate=2006-07-14] This move was strongly criticised by SKM employees and labor unions, which were afraid that SKM would be incorporated to PKP Przewozy Regionalne (one of PKP Group companies, responsible for local railway connections). PKP Przewozy Regionalne is widely know to be non profitable and to have serious problems with debts. [cite_web|url=http://www.wirtualny.sopot.pl/wiadomosci/wydarzenia/18187|title=pl icon SKM chief is fired, are we are going to have a strike? ("Szef SKM odchodzi, czy będzie strajk?")|date=2006-06-14|accessdate=2006-07-15]

Under a threat of strike (an official letter was sent to PKP on 13 June) PKP management invited labor unions and employees representatives to talk in Warsaw on 14 July 2006. The talks started at 4 AM and as a result an agreement was signed. This agreement stated, that Mr. Piotr Małolepszy is to stay in SKM management board together with new authorities. The other parties taking parts in talks were self government of Pomeranian Voivodship and national labor union of railway engineers. Mr. Segień had retired after finishing work for SKM, but it is possible, that he will be hired by local government as the person responsible for local transport in marshalls office. [cite_web|url=http://70.85.129.219/cgi-bin/sas.cgi?u=sxWo83VC;b=kolej;r=14;p=0f37.1;f=DOC;o=;v=VIEW|title=pl icon PKP management made an agreement with SKM trade union ("Zarząd PKP S.A. porozumiał się ze związkami zawodowymi SKM")|date=|accessdate=2006-07-16]

New connections

New connections (not using SKM line) were started to Iława, Lębork and Elbląg in 2003 . In the end of 2005 decision was made to buy a few items of German used diesel multiple units to service Gdynia-Kartuzy line (non electrified). The future of this line is still uncertain due to doubts of the local authorities. [cite_web|url=http://www.chem.univ.gda.pl/~tomek/15minut.htm|title=pl icon 15 minutes to Kartuzy ("15 minut do Kartuz")|author=Leszek Lewiński|date=|accessdate=2007-11-04]

Since December 10 2005 southern area of SKM service has been shortened to reach only Tczew and cancel connecions to Elbląg, Malbork and Iława. In exchange the company has gained several connections with Słupsk. [cite_web|url=http://www.trojmiasto.pl/wiadomosci/news.phtml?id_news=21434|title=pl icon Railway - less but the same? ("Kolej - mniej, ale tak samo")|date=|accessdate=2006-02-24]

Soon after UEFA's decision to grant Poland and Ukraine organisation of 2012 UEFA European Football Championship new plans for SKM were made. The most probable one is to re-open presently defunct line to Gdańsk Nowy Port, as one of the stadiums, Baltic Arena is to be built just near former stops Zaspa Towarowa and Kolonia. [cite_web|url=http://www.trojmiasto.pl/wiadomosci/news.phtml?id_news=22897|title=pl icon Some cash fo new SKM ("Kasa na nową SKM")|date=|accessdate=2006-04-28]

More ambitious plans tend to build additional line of SKM, connecting Gdańsk Lech Wałęsa Airport with Wrzeszcz. It would be built over the remains of a pre-war line from Stara Piła to Wrzeszcz. Such a line could be easely connected with existing, yet not electrified line to Gdynia, via Gdańsk Osowa and Wielki Kack. Another advantage of re-opening this connection would be the fact that no buildings would have to be pulled down, as the remains of an old line are not destroyed anywhere on its path. [cite_web|url=http://www.rynek-kolejowy.pl/?p=wiecej&id=5540|title=pl icon Revolution in Gdańsk? ("Rewolucja w Gdańsku?")|date=|accessdate=2006-04-28]

KM electric multiple units parameters

SKM is serviced completely by electric multiple units since 1976, when last Berlin S-Bahn cars were retired. Presently mostly PKP class EN57 and PKP class EN71 are in use.

KM in other Polish cities

There is also an SKM in the capital of Poland, Warsaw. This was launched in 2004 and runs from the neighbouring town of Pruszków, through the centre of Warsaw to Sulejówek Miłosna station. This SKM is not operated by PKP and is owned by the Warsaw Transport Authority. It has eight trains of type 14WE. In the past, Warsaw SKM borrowed a couple of trains from the Gdansk SKM. Unlike the Gdansk SKM, the Warsaw SKM's services runs less frequently, around every 30 minutes. [cite_web|url=http://www.skm.warszawa.pl/|title=pl icon SKM Warsaw official website|date=|accessdate=2007-11-04]

ee also

*Polskie Koleje Państwowe
*PKP Group
*
*
*Polish locomotives designation
*History of rail transport in Poland

External links

* [http://www.skm.pkp.pl/index.php SKM Official Web Site]
* [http://www.skm.pkp.pl/forum/ Official SKM forum]
* [http://maps.google.com/?ie=UTF8&ll=54.553798,18.425467&spn=0.005824,0.014462&t=k&om=1 SKM sheds in Gdynia Cisowa] at Google Local
* [http://www.skm.pkp.pl/bip/index.php?m=6 Organisational chart of the company]

Resource