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Old March 22nd, 2017, 03:58 PM   #141
rakcancer
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Quote:
Originally Posted by Kpc21 View Post
In Poland, it's also so that the state owns almost all the "heavy" rail lines.
That is a headache for some cities. For example In Tricity, area with over 1 million of people SKM - most convenient and reliable mean of transportation -above ground metro alike is owned by PKP - Polish Railways while at the same time newly opened PMK - Suburban rail is in hands of Gdansk Voivodeship. The first one was created long time ago. It improved recently a lot thanks to EU founds but still PKP doesn't invest as much money in new cars and equipment as it would probably be if SKM was owned by municipalities or Voivodeship...
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Old March 22nd, 2017, 10:16 PM   #142
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To make it more interesting, the operator on the PKM (not PMK, it's a typo) is... SKM, a daughter company of PKP.

A weird situation is also that the SKM Tri-City operates not only within the Tri-City, but also on typically regional lines - like from the Tri-City to Słupsk, or even from Słupsk to Ustka.

But we are going off the topic. Meanwhile in Łódź, a big achievement concerning those issues is that the city public transport tickets will be valid in the ŁKA trains (ŁKA - suburban railway in the hands of the Łódź Voivodeship, although operating on state tracks) from 2 April. Until now, it was possible only with a special monthly pass. Apart from that, the ticket systems: one in the buses and trams, the other one in trains, were totally separated from each other.

And there are similar negotiations in progress with the Przewozy Regionalne (now undergoing a rebranding to Polregio) - the suburban railway operator active in almost all the voivodeships, being a co-ownership of all the voivodeships and the state.
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Old March 24th, 2017, 10:16 PM   #143
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An interesting article about the construction of Łódź Fabryczna and the troubles and challenges encountered during it. Referring to both the law and the engineering.

http://www.rynek-kolejowy.pl/wiadomo...nej-80919.html

Quote:
Drawing conclusions from the construction of Łódź Fabryczna
Roman Czubiński ⚫ 23.03.2017 ⚫ 50


Łódź Fabryczna in the beginnings of the construction
fot. Roman Czubiński

"Changes at the level of legislation, but also a different way of preparing the investment by the ordering parties, could simplify realization of big railway projects, such as the construction of the Łódź Fabryczna station", the director of the contract for the construction of the Łódź Fabryczna station on behalf of the Torpol – Astaldi – PBDiM – Intercor consortium, Marcin Zaręba, said. The speech given by him together with Zdzisław Stoszek from PKP PLK was a part of the "Megaprojects" conference, organized in Łódź by the Project Management Institute.

The main part of the speech was a short historical outline. Initially, much suggested that the investment in the shape we know now would not happen at all. In the early years of the current century, only a renovation of the railway line and the old station with its building was planned. The city authorities demanded, however, to use this opportunity to rebuild the blocks of streets surrounding the station, which required moving the railway infrastructure under the ground.

The year 2009 was important for the investment in many terms: in March, PKP SA and PKP PLK signed an agreement about conducting the investment together, in June, a legal opinion about the optimal structure of the investment was created, in July, it was decided that Łódź Fabryczna will be one of the stations of the future "Y" high speed railway. It decided, among other issues, about the depth of the station and about designing an extra platform. On 11 February 2011, a tender was announced. A contract with the executive consortium was signed on 18 August that year, the old station was closed on 15 October. We described the timeline of the construction of the Łódź Fabryczna station in detail here.

Investment born in pain

The costs of the investment were considerable. Only the B2 contract (so called railway-city part, covering also the multimodal interchange) was built for around 1.476 mln zł (350 mln euro) net, from which over a milliard (250 mln euro) was from the PLK budget. Both the railway infrastructure manager and the city of Łódź obtained a support from the EU budget. PKP SA invested 46 mln zł (10 mln euro) in reinforcing the structural poles, so that it will be possible to build 4 buildings with office spaces for rent over the station in the future.

A contract on such a scale and with such a range of works, realized, in addition, in the very center of a big city, had to encounter obstacles. "Two main problems were taking over the area belonging to the Enkev company and the so called "water lens" /not sure about the proper English engineering term/, an underground lake near the Niciarniana street. The first circumstance caused delays in building the main access road, the latter one made it necessary to redesign an intersection of an important street with the tracks", the representative of PKP PLK said. The problems related to the ownership resulted in that in case of 25% of the construction site area, it was necessary to apply the ZRID procedure (a special legal procedure allowing to simplify road construction investments, especially concerning expropriation of private grounds).

Imperfect public procurement law

"From the time perspective, it can be seen that to realize the investment within 5 years, there was no choice but a design-and-build contract", Marcin Zaręba, the contract director on behalf of the contractor, assessed (it is worth to remind that the original deadline was yet shorter: the station was to open after less than 3.5 year after the closure, on 28 February 2016). As he claimed, the range of works at the construction of the multimodal interchange covered practically all the fields of civil engineering, except for the aviation-related one. The limited amount of time forced unusual solutions, such as the top-down construction method, working above and under the ground level simultaneously, or using prefabricated elements of the ceiling.

According to Zaręba, the cooperation with the ordering parties was very good. The problems resulted from the public procurement regulations (they allow a too general description of contract in the functional-utility program, which leaves place for different interpretations). "The parameters such as detailed mathematical descriptions of the amounts of different kinds of work and the allowed deviations were not defined clearly", the speaker explained. The second reason of the difficulties was just creating a consortium of four companies. "To integrate them, we created a civil partnership for the realization of the task. It allowed the particular interests of the companies give way to the holistic thinking about the project", the representative of the contractor claimed.

The law not keeping up with the reality

Even the design process did not run smoothly. "It took 10 months to reach an agreement about the conception. The disputes were finally shorted by Zdanowska [the mayor of Łódź]", the representative of the consortium said. The level of detail of the environmental decision, which was needed to designing the station, was also a problem.

The unique character of the investment for the Polish railway network did not simplify the matter too. It turned out that many issues are not covered by the law: there is no proper norms for railway tunnels. "We had to use those from the Warsaw Metro, but they did not always fit to a railway investment. Other solutions were to resort to foreign regulations or to get exemptions. The Polish regulations should be unified and adjusted to such investments in the future", the director of the contract said. It was for only legal reasons why the contractor had to resign from the planned applying the TBM technology. "Although we had a machine from Spain, the cutting shield did not get an authorization in Poland", he claimed.

Stilts and collector

There were also engineering challenges. The construction of the tunnel below a road and a tram viaduct of the Kopcińskiego street (national road no. 14) under traffic was one of them: because of the "water lens" mentioned before, it was necessary to modify the gradeline of the tunnel, which went between the foundations of the viaduct pillars after this correction rather than below them. The problem was solved by building temporary foundations, so called stilts.

Meanwhile, there was so much groundwater in the place of the future station that it was impossible to drain it to the city sewage system. "It was necessary to pump over a thousand cubic meters of water per hour. For this reason, we built a special collector to the Jasień river", Zaręba mentioned.

To make the tunnel construction more efficient...

The construction of the Łódź Fabryczna station was only the first step of improving the Łódź railway node. "Before the construction of the cross-city tunnel in the second step, conclusions from the station investment should be drawn", Zaręba underlined. Among the problems, he mentioned the lack of the regulations on the layered ownership. "In case of many investors on different levels, it cannot be said, who is the owner. The same problem occurs in case of metro construction", he argued. The construction process was also hampered by slow issuing the permits, caused by protests and appeals.

"The Polish law introduces fixed deadlines: obtaining the permit should take a month, in especially difficult cases – two months. However, we had to wait 6 or 7 months for some of the permits", the contract director mentioned. Obtaining about 60 construction permits in total took 3 years.

It's not the end of the desiderata of the Toropl representative. "The contract conditions according to the International Federation of Consulting Engineers (FIDIC) templates, included in so called Red and Yellow Book, should be kept in the original version. They should not be changed in the contract. The changes lead to that, the decisions which should be made by the supervisory inspector at the construction site, were made by the president of the company and by the mayor. "They should have been left at the lower level", Zaręba believes. As he added, in order to avoid divergences in the interpretations by the contract parties, the functional-utility program should be written based on a conception or a construction project. "At the moment of announcing the design-build tender, at least the conception should be already known", he claimed.
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Old April 1st, 2017, 11:19 PM   #144
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The new bus and tram grid in Łódź will be a fact from tomorrow.

Unfortunately, almost all comments are now that the change is to worse. Most of the initial assumptions of the reform, like constant intervals between departures, the frequencies of all the lines being multiples of 6 or some lines being connected with each other at interchanges will not be fully realized. And, it seems, although introducing the priority for trams at intersections with traffic lights has been announced for quite a long time, they even installed a very expensive traffic management system to make it possible, it will still not be implemented. It looks like the city wanted to cut costs while implementing the reform. And still listens to the car drivers more than to the public transport passengers.

And... was it really a good idea to increase the ticket prices at such a moment? When some people will be unhappy of the changes - because it's never possible to satisfy everyone, even if the reform was prepared perfectly?

The positive is that the buses will enter some of the streets where they weren't present until now, where the people living there had to have a long walk to reach a bus or tram. Some of them were cancelled, either because of the road surface not designed to bear the load of buses, or because of NIMBY's, but some of them will be actually serviced by buses from now.

Another plus is that the city tickets will be also valid on the trains of one of two regional operators. And, most likely, in a few weeks also on the trains of the other one.

But - we will see. As I have said - some people will be unhappy because there is always someone who will lose on such changes. But maybe it will work well, better than before - or, at least, equally well, with a potential for improvement.
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Old April 1st, 2017, 11:53 PM   #145
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a big step in the right direction for sure.
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Warsaw Post-War Reconstruction to Present

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Old April 2nd, 2017, 12:15 AM   #146
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[Wanted to like your message but I cannot since the option doesn't work after the forum update...]

Thanks for your comment - although even I have an impression that the public transport grid in Łódź will change to worse rather than to better. But we just have to wait and see.
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Old April 2nd, 2017, 10:49 PM   #147
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After the first day of the new grid - it seems that everything works quite well. There are still some lacks in the passenger information, like old timetables and line numbers on some stops - but the exchange action has started a few days ago, it's impossible to do everything over a single night. So there was a small number of passengers who didn't know about the changes. The information booklets didn't reach the houses in all the parts of the city either - probably because of some changes in the plans introduced quite late, so the distribution of the booklets also had to start with a delay.

The new stop announcement voice on the trams and buses is not yet uploaded onto trams and buses, so some stops were not announced or were announced with the old names (many of them have changed).

One of the bus lines on newly serviced streets got blocked by some NIMBY's. It's a weird thinking or mentality you can meet in Łódź that buses eat children. Or cause a severe danger to them. As if a bus driven by a professional driver, in accordance with the 20 km/h speed limit, was actually more dangerous than cars with amateur drivers speeding there. There were also quarrels between the passengers wanting the bus and wanting no bus

This would be all of the negatives, now the positives.

There was quite many passengers on the buses, also on the newly introduced lines. A share in that has, for sure, the very nice weather today and the fact that the public transport in the city is free of charge from today till Tuesday (to compensate for the difficulties caused by the changes). But it seems the citizens actually use them, so their introduction was a good idea.

All the displays with line numbers and target stops on the buses and trams worked perfectly - which is not always the case for smaller changes e.g. due to road works.

Generally, there is no big problems end everything works much better than most local SSC users expected

But a real test for the new public transport grid will be tomorrow, on its first Monday.
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Old April 12th, 2017, 10:48 PM   #148
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An NF6D (MGT6D) from Bogestra (Bochum/Gelsenkirchen Straßenbahn), Germany has arrived in Łódź today.













Photos from the Facebook page "Łódź".

It will be evaluated by the MPK technicians and if they decide the tram is OK, they will buy 35 of them from Bogestra. It will let low-floorize a big part of the city rolling stock.



One of bigger problems might be lack of doors to the outside in the driver's compartment - so he will have to walk a little bit more (to the door and back to the front of the tram) to change the setting of the track switch. Since not all the switches in Łódź work automatically and even if so, they are not always reliable.
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Old April 15th, 2017, 12:13 AM   #149
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And one more video, by a local radio station:

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Old April 17th, 2017, 09:24 PM   #150
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I am attempting to document the Tram depots of Europe, and I'm now on Lodz.
(Note - I'm a U.K. resident, with a U.K. P.C. keyboard which does not have Polish symbols, so please excuse me)
According to my research, mostly using Google Maps, I've found the following depots (some of their names will probably be wrong - corrections would be welcome)...
1) - BRUS, on the north side of KONSTANTYNOWSKA,
2) - DABROWSKIEGO, near KILINSKIEGO. This depot looks closed and demolished,
3) - HELENOWEK, on the west side of ZGIERSKA. This depot looks as if it has been closed,
4) - PABIANICKA, near CHOCIANOWICKA,
5) - TELEFONICZNA.
I believe the main tram works are on the east side of TRAMWAJOWA.

How accurate is this information? With the probable closure of 2 depots, there may be another depot somewhere that I've missed, which is quite likely.

Thanks in advance.
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Old April 17th, 2017, 10:04 PM   #151
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Quote:
Originally Posted by 43106 View Post
I am attempting to document the Tram depots of Europe, and I'm now on Lodz.
(Note - I'm a U.K. resident, with a U.K. P.C. keyboard which does not have Polish symbols, so please excuse me)
According to my research, mostly using Google Maps, I've found the following depots (some of their names will probably be wrong - corrections would be welcome)...
1) - BRUS, on the north side of KONSTANTYNOWSKA,
2) - DABROWSKIEGO, near KILINSKIEGO. This depot looks closed and demolished,
3) - HELENOWEK, on the west side of ZGIERSKA. This depot looks as if it has been closed,
4) - PABIANICKA, near CHOCIANOWICKA,
5) - TELEFONICZNA.
I believe the main tram works are on the east side of TRAMWAJOWA.

How accurate is this information? With the probable closure of 2 depots, there may be another depot somewhere that I've missed, which is quite likely.

Thanks in advance.
I guess, you may see depots' names here - it's also contains information on rolling stock:
http://transphoto.ru/city/200/
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Old April 17th, 2017, 11:44 PM   #152
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It's OK that you don't use Polish characters when you are from abroad, you don't have to explain yourself

Actually, we usually use in Poland keyboards with no Polish symbols as well. If you switch your operating system to the "Polish (Programmer's)" or "Polish" keyboard layout (which we usually use in Poland), you will have them under the Right Alt + letter key bindings, for example Alt+A for Ą, Alt+S for Ś (an exception - Alt+X for Ź). But, really, if you are a foreigner, it's OK if you just replace Ą with A, Ś with S etc.

First of all, you must understand the history of the companies which built and later managed the tram lines in Łodź.

First was Kolej Elektryczna Łódzka (Łódź Electric Railway), abbreviated to KEŁ (it had for sure a Russian name and abbreviation too, because Łódź was then under Russian occupation, maybe also a German one, because there was also many Germans and Jews in the city). This company opened the first two lines in December 1898. By the way, it was the first electric tram in the "Kingdom of Poland", being actually the part of Poland occupied by Russia (Poland did not exist on the map of Europe in those times, parts of Poland were also occupied by Austria and by Prussia, or later by Germany - after the unification) - we had electric trams sooner than Warsaw. There was no horse-drawn trams in Łódź. For sanitary reasons, it was decided to go modern and built electric trams. This company was developing and managing the network of the city trams.

The second one was Łódzkie Wąskotorowe Koleje Dojazdowe (Łódź Narrow-Gauge Electric Commuter Railway), abbreviated to ŁWEKD. They developed and managed the suburban trams, or commuter light rail, because it was initially classified as a railway. The first line - to Pabianice - was opened in January 1901. Just two days later, the line to Zgierz started.

Hence we had 6 tram depots in Łódź. Now we have 2 in operation, working as depots. Apart from them, one is the main tram works, one is a museum, one is disused (although the main tram works will be probably moved there in the near future), one has been demolished. But let's return to the story.

The first depot in Łódź was Tramwajowa. Opened in 1898 for the city trams by the KEŁ company. What is interesting, it had its own power plant - because there was no electricity in the city in those times. It was the biggest power plant in the city, apart from it there was only a few small generators. If you want to know more about the history of electricity in Łódź, read this article: https://pl.wikipedia.org/wiki/Elektr...j_w_Łodzi (it's in Polish, but I believe, Google Translate may be very helpful here).

The ŁWEKD network was initially in total separation from the city trams. Therefore, two depots were opened in 1901 to provide the technical service for two first suburban tram lines: Chocianowice in Pabianicka street for the line to Pabianice and Helenówek in Zgierska street for the line to Zgierz.

The next tram depot - Brus - was opened in December 1910 by ŁWEKD, for the needs of the line to Konstantynów Łódzki. You can read more about the depot here: http://mkmlodz.webd.pl/zajbrus/brus.htm (again, you will need the help of Google Translate). Another, shorter description here: http://web.archive.org/web/200301271...aje/zajbru.htm

The next depot - Dąbrowskiego - was opened in 1928 (not sure, which month - some sources say June, some say December), already in free Poland, by KEŁ. About its history - here: http://mkmlodz.webd.pl/zajdabrowskiego/dabrowskiego.htm and here: https://pl.wikipedia.org/wiki/Dąbrow...nia_tramwajowa)

And it worked so for many years. In the meantime, the city tram network was developed and new suburban lines were opened, but all of them were serviced by those 5 depots.

In 1948, the companies KEŁ and ŁWEKD were merged and created Miejskie Zakłady Komunikacyjne (City Transportation Works), abbreviated to MZK, after two years renamed to Miejskie Przedsiębiorstwo Komunikacyjne (City Transportation Enterprise). In those times, the depots Chocianowice and probably also Helenówek (I am not sure) - but the small Brus as well - started to service also the city trams. Furthermore, Helenówek became also a bus depot.

The next depot, Telefoniczna, was opened in March 1986. It replaced the Tramwajowa depot, which became the tram works. It's the newest depot in the city and in the times of its opening, it was very modern.

Apart from the works in Tramwajowa (Zakład Techniki - "Technical Department", responsible mainly for rolling stock maintenance and renovations), there are also works near the former (because it's demolished now - I will tell this history in a moment) Dąbrowskiego depot: Zakład Torów i Sieci - "Tracks and Catenary Department". They also own some technical tram vehicles and have tram tracks on their grounds.

Now the latest history. Very important while talking about the history of the tram depots in Łódź. The political changes of 1989 and the early 1990s were quite destructive for the Łódź trams - especially for the suburban lines, a few of which got closed. Because the state stopped financing public transportation in cities, which had to start organizing everything by themselves. While Łódź, as a big city, managed to handle it, it was too expensive to maintain tram lines for small towns or village municipalities, within which the suburban tram lines were located.

First of all, however, the political transformation demanded organisational changes, and, therefore, the state-owned MPK got divided into three parts, which became municipally-owned "Ltd" companies:
- MPK-Łódź, which overtook the Telefoniczna, Dąbrowskiego and Chocianowice depots, the works in Tramwajowa and Dąbrowskiego and started operating all the city tram lines
- MKT (Międzygminna Komunikacja Tramwajowa - Intermunicipal Tram Transportation), which overtook the Helenówek depot and started operating on the suburban lines to Zgierz/Ozorków (the lines 45 and 46) and Pabianice (the line 41)
- Tramwaje Podmiejskie (Suburban Trams), which overtook the Brus depot and started operating on the line to Konstantynów Łódzki/Lutomiersk (the lines 43 and 43bis)

So, the trams in the city were again divided between a few companies. I think, it was quite an unique solution in the European scale. I know it's similar in Basel, Switzerland. Maybe also Karlsruhe, Germany, but there, the situation is quite specific. Can you think about more places where there is more then one tram operator in a single city?

While MPK-Łódź was owned only by the city of Łódź, the city had only some shares in the MKT and TP companies, which belonged partially also to the towns and municipalities, through which the trams of the specific lines ran.

It was so to the end of 2003. From the beginning of 2004, the town of Pabianice resigned from the cooperation with the MKT company and made a contract with MPK-Łódź, so that MPK trams started to go to Pabianice. The line 41 was replaced by the line 11. More information here: http://web.archive.org/web/200502190...alnosci250.htm

The next change was the resignation of Zgierz from the line 45 serviced by MKT from the beginning of February 2004. It was also replaced by the line 11, operated by MPK-Łódź (extended first south to Pabianice, then north to Zgierz). In this case, Zgierz didn't fully resign from the cooperation with MKT, because MKT still operated the line 46 from Łódź through Zgierz to Ozorków. More information here: http://web.archive.org/web/200502190...alnosci253.htm

And it worked so for quite long, almost 10 years. The only changes concerned the tram lines that went to Pabianice and Zgierz. After a big track overhaul in Łódź, modern low-floor trams were bought for the line 11. They couldn't (and still cannot), however, operate on the tracks in Zgierz and Pabianice due to their very bad technical condition. So the line P was directed to Pabianice instead of 11 (later replaced by the restored line 41 - now operated not by MKT, but by MPK again), the line 16 was directed to Zgierz. And it didn't change till this year, exactly - till the beginning of this month, when a big change of the public transport grid in the city was introduced. Now, we have a line 45 to Zgierz back too.

But the line numbering and routing is the least important issue here. The next big revolution concerning the organization of the transport on the suburban lines, to return to the topic - with a very big influence on the depots - happened from the beginning of April 2012.

Namely, the city of Łódź decided that the companies of MKT and TP will be closed and all the suburban trams will be operated by the MPK. It was against the will of the neighboring towns and municipalities, but they had no choice. So, the companies of MKT and TP became history. But let's not forget that they owned tram depots, as well as an amount of tram rolling stock. So what happened to it?

The rolling stock was partially overtaken by the MPK, partially crapped. The old German Düwag trams, which MKT and TP imported within the years of their existence (except for 2 GT6's from Bielefeld, imported by the MPK before its division), were overtaken by the MPK, while the Konstal 803N trams, overtaken earlier by MKT and TP from the old MPK (they got the oldest trams then, while the new MPK got newer Konstal 805Na trams), were crapped.

What about the depots, the most important topic here? Well. The MPK did not continue using the Brus and Helenówek depots, formerly belonging to TP and MKT respectively. They moved the operation of the suburban lines (except for the one to Pabianice, which was already for 8 years in MPK, operated by the Chocianowice depot due to its location) to the Telefoniczna depot, as well as all the rolling stock overtaken from TP and MKT.

So what happened with the depots? In the Brus depot, the local public transport fan club (KMST - The Old Trams Lovers Club), operating at the MPK, organized a public transport museum. It is still being created, I am not sure, but I think it gets open only for special events - but all the historic trams are kept there. And the KMST takes care of it.

Meanwhile, the Helenówek depot is currently not used. From what I know, MPK stores there some disused rolling stock, it also happened that they used some equipment placed there (if I am not mistaken - a wheel lathe), inherited from the MKT. The plan is that MPK will sell the grounds of the current tram works in Tramwajowa (it's a part of the New City Centre being built, and it's likely it will be possible to sell it for a good price to the business in the near future, on the other hand - although it was the first tram depot in the city, practically nothing of the old architectural form has remained till today, so it has practically no meaning as a monument) and move it to the Helenówek depot.

Now, there is only one piece missing in the puzzle. The Dąbrowskiego depot. I told you that it was built by KEŁ, that all of KEŁ was overtaken by the old MPK, then all the depots except for Brus and Helenówek were overtaken by the new MPK. Dąbrowskiego too. So, in 2009, it was decided to close this depot - as the oldest one in the city. It was sold to a local businessman, who, according to the rumors, wanted to make a supermarket in its place. Simultaneously, the depot was added to the monuments register, so that it will be illegal to demolish its old building.

But, of course, the businessman who bought it couldn't think about keeping the old, historic building. On 7 August 2011 some "unknown persons" set fire and the historic building - especially its wooden roof - got destroyed. In September 2012, the owner decided to demolish the damaged building. And therefore it's demolished. In May 2016, the court - after an appeal - sentenced him for 1 year in prison, in suspension for 3 years, 5 000 zł (1100 euro) of fine and he had to pay 20 000 zł (4600 euro) to an association taking care of monuments.

Unfortunately, such cases happen in our city It's good that he was punished, but nothing will restore the old building which got demolished.

I didn't intend to write so much, but it always turns out so. I hope it's will be useful for you. The history of the Łódź tram depots described really in short.
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Old April 18th, 2017, 12:09 AM   #153
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A ride on the line 1 of the Łódź trams:

Quote:
Originally Posted by esbek View Post
Don't get scared by the beginning (Strykowska and Wojska Polskiego streets) - it is probably the worst section of tracks in the city, not renovated for many tens of years. A rollercoaster for the price of a tram ticket.
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Old April 18th, 2017, 12:20 AM   #154
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W podsumowaniu nie napisałeś o zajezdni Chocianowice co z nią
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Old April 18th, 2017, 01:02 AM   #155
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Ja tam w ogóle zawarłem jakieś podsumowanie?

The depots Chocianowice and Telefoniczna are the depots that are currently used by the MPK as... depots
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Old April 21st, 2017, 12:21 AM   #156
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Thank you Kpc21 - very informative.
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Old May 3rd, 2017, 11:05 AM   #157
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Plans to rebuild Solidarności Square comes one step closer:
http://www.transport-publiczny.pl/wi...sci-55099.html

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Old May 3rd, 2017, 01:17 PM   #158
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No, it's nothing about rebuilding this intersection. There was a contest for architects for its reconstruction some years ago (in 2008) and this was the winning work:

http://www1.mpu.lodz.pl/page/index.php?str=122









But it's not this.

It's only just about a single tram stop, exactly this one:

https://goo.gl/maps/HfoNogy7txn


The problem is that it's quite a jammed intersection - because it's actually not a roundabout (contrary to its name - Rondo Solidarności - "Solidarność" Roundabout). It's a set of ordinary intersections with traffic lights. But while an ordinary X-shaped intersection has 4 entries, this one has 6 of them. Which is the problem. It results with long waiting times at traffic lights. And this is the reason why the project above (which is very far from its realization) proposes an ordinary roundabout and a tunnel under it.

It's how it looks like now:



By the way, the examination center for driving licenses is located very close, so driving through this intersection is an almost certain element of each exam. And this intersection is quite difficult to drive through (for example, if you want to drive from Palki street to Uniwersytecka street, you drive forward, but in the opposite direction - from Uniwersytecka street to Palki street - you have to... turn left), so it's also a constant point of each driving course, if you are passing your exam there

But, to return to the topic, as you know, this intersection is quite jammed, and this tram stop is constructed so that the tram waits in the queue together with the cars. Which causes big delays and groupings of a few trams of the same line.

A similar problem, although on a smaller scale, is on the other side of the intersection - in the opposite direction.

The idea to rebuild this tram stop, so that the tram track will be separated from the lane for cars (for which there is much space - a lawn seen in the photo and a parking lot behind) and the tram will be able to overpass the queue of cars, has been proposed each year to the participatory budget by local activists, already for a few years. And each time, it was rejected by the city authorities, it wasn't passed to the voting. The Facebook group of the project was created in 2014: https://www.facebook.com/pomorskadlatramwajow/

And now, finally, the activists managed to persuade the city authorities that the problem exists and this overhaul will not actually be very costly.
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Old May 3rd, 2017, 01:28 PM   #159
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Trams in Łódź in 1989 - the 5N old generation trams were still in use:



And the suburban trams in 1989 (I have already posted this video in the thread on the history of roads):



Plus a new video - cabview - of the tram line 3:



The route of this line is mostly in very good technical condition.

But you can hear that the tram (the vehicle - it's definitely Konstal 805Na), apart from the engines sound, makes noise like a vacuum cleaner all the time. It's because it still has a rotary voltage converter - as presented here:

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Old May 6th, 2017, 11:20 PM   #160
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Dąbrowskiego street tracks renovation:


Source:
Code:
http://gtlodz dot eu/img-remont_ul_dabrowskiego_cd,38607.html
Before: https://goo.gl/maps/P7UFEYfhhAH2 - one of the worst track sections in the city.


Source: Google Street View

And the next video in the cycle, now the line 41:



This line was severely endangered in the last weeks, when the city of Łódź sent a message to the town of Pabianice (to which this tram line goes) that they will close this line unless the town of Pabianice finances an exchange of the catenary, which is too worn out.

At the same time, a modernization of this route with EU funds was planned by Pabianice, but it would take some time to finalize all the formalities and Łódź wanted the catenary exchange now, otherwise they would cease the tram traffic from the beginning of May.

But, luckily, Pabianice, together with the village of Ksawerów between Łódź and Pabianice, managed to find funds for the catenary exchange in their budgets. And since it will not have to be exchanged in the course of the forthcoming modernization, its costs will be slightly lower. And they managed to reach an agreement with Łódź, so that the tram traffic is continued now.
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