BR Standard 9F Class 2-10-0 locomotive 92220 Evening Star, built in 1960 in Swindon Works, the last steam locomotive to be constructed by British Railways, awaiting the 'right away' on the Keighly and Worth Valley Railway. Photo © Dave Cooper.

(Click on photo to see it in its original context on Wikipedia, details of licensing and for more information about Evening Star. Click here for more railway photographs on Dave Cooper's website.)

Dyspozytor is as au fait with life in Great Britain as in Poland, and having one foot in both countries does allow some interesting comparisons to be made. Sometimes the comparisons are unfavourable to Poland. Have you ever tried shopping in a Polish Tesco? Sometimes the comparisons leave me smiling. I can travel right across Poland to its furthest borders for the price of a railway ticket from Stanstead to Heathrow. But at the moment I am just puzzled.

I am working on a leaflet we requires a timeline, showing how the history of railways in Poland fits into the history of railways in the world. I decide that a meaningful milestone will be the construction of the last steam locomotive for PKP. (Polish State Railways). This shouldn't be a major research project. After all everybody who knows anything about Britain's railways knows that Evening Star was the last locomotive constructed by BR.

I talk to my my friends at Fundacja Era Parowozow. I'm encouraged to look up the excellent database of surviving Polish Steam locomotives maintained by 'Tomi', Tomislaw Czarnecki. Reading his WWW pages always makes me depressed as every year his list gets shorter. The last locomotive to vanish was TKt48-155 which was plinthed at Kudowie Zdroj and was scrapped on 9 July 2008 at the request of the town council! Kudowa Zdroj is a pleasant health resort, but I will never stay there again.

Tomi's list can be sorted by date order which gives us... Ty2-1407 built in 1964 at the Zaklady Naprawcze Taboru Kolejowego w Poznaniu. But ZNKT was a repair workshop, not a locomotive factory, so although Ty2-1407 may have had a new PKP number, it's unlikely to have been an entirely new build. I contact the locomotive's current owners, the PSMK (Polish Railway Enthusiasts Association) based at their roundhouse at Skierniewice. They confirm that, although in one sense Ty2-1407's is Poland's youngest surviving locomotive, it was actually constructed from parts of older locomotives.

I ring the National Railway Museum in Warsaw. Poland's last steam locomotive? Hold on. Wait a minute. Yes, of course! It's our Ty51-228. There were a couple of Ty55's constructed later, but they were experimental locomotives that never went into volume production. No I'm not sure when it was built. The information about the Ty55s was intriguing and contradicted information I had seen elsewhere, for example on M Mazurek's private Chabowka website, that the Ty55's never got of the drawing board.

I tried Googling for Ty51-228. I am very pleased that I did so, because Google led me to Tomasz Galka's excellent English language website, Standard-Gauge Locomotives in Poland, which I had not seen before. Galka states many of the later examples (including last five, built in 1958 with serial numbers from 2627 to 2631 and service numbers Ty51-228 to 232 went directly to industrial operators, mainly Silesian sand railways, which used 29 of them. So unless they were built out of sequence, Ty51-228 was the first not the last of this batch of 5. And anyway it was not delivered to PKP, but to some industrial railway. So it's not the 'Polish Evening Star' that I'm looking for.

Galka has done a lot of research and crossed checked his sources so I was more inclined to believe him than the official PKP website (only Polish) which repeats the National Railway Museum claim that Ty51-228, built in 1958 is the last steam locomotive delivered to PKP. I decide to do a little cross checking of my own and phone Swiat Kolei, the Polish equivalent of the Railway Magazine. The editorial team at Swiat Kolei (well worth subscribing to if you are interested in Polish railways) are as always helpful and informative. There probably was no official ceremony to mark the last standard gauge steam locomotive delivered to PKP, but the event if it had taken place, would have been the delivery of a Tk51 and occurred in 1957. Several 'broad gauge' Tk51 were constructed in 1958. The construction of steam locomotives for export and industrial use continued into the 1960's. A fireless steam locomotive was built in Poland as late as 1967.

So there you have it. The last steam locomotive ever constructed in Poland was probably a modest fireless locomotive, and the identity of last steam locomotive ever delivered to PKP is not definitively known. The investigation has already taken far too long, and I must now 'move on' and continue the other work on my leaflet. If anyone out there has the time, patience and Polish language skills to continue where I have have left off, there a couple of pints waiting if they can come up with the definitive answer, backed up with solid evidence.

In the meantime Wolsztyn's magnificent Ty51-223, which was last steamed at the Wolsztyn Steam Parade in 1997, remains one of the last brand new mainline steam locomotives that were delivered directly to PKP.

Ty51-223 in steam for the last time at the Wolsztyn Steam Parade in 1997. Photo Wojtek Lis, parowozy.com.pl website

(Click to see picture in original context and to see more of Wojtek Lis's photographs.)

]]> http://polishrail.wordpress.com/?p=903 Sat, 16 Aug 2008 11:11:22 +0000 dyspozytor http://polishrail.pl.wordpress.com/2008/08/16/scheduled-steam-returns-to-wolsztyn/

Ol49-69 at the 2008 Wolsztyn Parade of Steam. The Ol49's haul the majority of the ordinary steam-hauled passenger workings out of Wolsztyn. Photo BTWT

The haulage of ordinary passenger trains by steam returns to Poland from the beginning of September in the shape of one Wolsztyn-Poznan working and one Wolsztyn-Leszno working . Wolsztyn's many admirers all around the world will heave an enormous sigh of relief. Meanwhile, the key players in the Wolsztyn operation have yet to sign up to a deal which will guarantee it's long-term future.

Wolsztyn's major stakeholders are:

• The town of Wolsztyn - benefits massively from the tourists visiting Wolsztyn, not currently providing any financial support.
• The province of Wielkopolska - also benefits from tourists visiting the region, currently subsidising the operation of the scheduled steam services.
• PKP Cargo - is responsible for running the Wolsztyn MPD. It enjoys PR benefits from Wolsztyn's international reputation, but while subsidizing the day-to-day running of the depot, is unwilling to make major investments (such as new boilers and fireboxes), or train new employees, without prior long-term financial guarantees
• PKP Przewozy Regionalne - runs the scheduled passenger trains that are hauled by the Wolsztyn locos. The operations are dependent on subsidies from Wielkopolska province, part of the subsidy is passed on to PKP Cargo to cover the costs of steam haulage. PKP PR would rather be running modern lightweight rail buses. They see Wolsztyn as a distraction from their core business.
• The Wolsztyn Experience - run the footplate courses which subsidize part of the cost of running the steam hauled services. In addition Wolsztyn Experience finance the running of special steam trains. They need stable long-term agreements in order to run their courses.
• Wolsztyn Experience customers - claim that the footplate courses are 'better than sex'. They also need stable long-term agreements in place in order to plan and book their holidays.
• The Wolsztyn crews - see at first hand the lack of investment by PKP Cargo in the steam locomotives or in the drivers and fitters who are to look after them. They regard their own jobs, and the Wolsztyn operation as a whole, as something which has a strictly short-term future.
• Jerzy Kriger, the Director of Transport, Wielkopolska - would like to see the province take over the responsibility for operating passenger trains. He would also like to take over Wolsztyn Depot and develop it as a railway museum, taking the UK's National Railway Museum in York as a model.

Howard Jones did a very professional job in booking additional steam trains in order to keep his customers happy during the unexpected break in scheduled steam operations during July. He had to dig heavily into the WE "warchest" to do so. Monies which had been earmarked for the restoration of further steam locomotives such as the recently restored Tkt in Wroclaw were spent instead on further payments to PKP Cargo.

Sadly, with so many stakeholders all pursuing a separate agenda, unless a sufficiently powerful political personality is prepared to knock some Polish heads together, this year's Wolsztyn debacle is likely to be a story that will run and run.

]]> http://polishrail.wordpress.com/?p=456 Wed, 16 Jul 2008 22:28:27 +0000 dyspozytor http://polishrail.pl.wordpress.com/2008/07/17/man-with-a-mission/

Jonathan Glancey, photo The Guardian

Johnathan Glancey is a man with a mission. As The Guardian's architecture and design correspondent, he writes well and intelligently (the two are not the same) in the paper about modern architecture and classic design. His interview with Daniel Libeskind in 2004 was a seminal piece. He maintains an arts blog for the Guardian where he has written about subjects as diverse as the RAF's Lightning fighter and the future of Battersea Power Station. He is an honorary fellow of The Royal Institute of British Architects. You might think that Jonathan's vehicle of the future is the mag-lev personal transport pod flying over the city on a thread of steel. It's not. Johnathan Glancey is a man with steam in his soul.

His April 2003 article in the Guardian about Wolsztyn is the most atmospheric piece of writing to ever appear in print about the locomotive depot and the people who go there to try their hand at the Wolsztyn Experience.

Three-thirty in the morning. Minus 20C. Packed ice. Insistent snow. A Siberian wind scythes across frozen lakes, birch woods, the frosted onion domes of baroque churches and the cobbled streets of Wolsztyn, a low-lying Polish town set on the great Prussian plain between Poznan and the German border.

This is not most people's idea of a good start to the day, particularly a holiday. But, what if they were awoken by the sharp whistle and compelling bark of a mainline steam locomotive, and, as they pulled on boots, hat and gloves, they knew that in less than an hour's time, they would be hard at work on the footplate of that black-and-green engine taking the first yawning commuters to work 50 miles and 15 stations down the line across rural Poland? What then?

Anyone with any sense would take off that hat, those gloves and boots and go straight back to bed. Not, though, if you have steam in the soul. For steam enthusiasts, Wolsztyn is a kind of paradise. Even at 3.30am on a frozen morning. Here, the last scheduled mainline European steam trains, passenger and freight, fan out through forests to Poznan, Zbaszynek and Leszno.

(Click here to read the whole article.)

But there's more to Jonathan than just steam nostalgia and slightly hazy geography ('Prussian plain' in Wielkopolska!). He is one of a tiny group of engineers and visionaries who believes that the steam engine still has a future. In today's Guardian Jonathan writes,

In 1946 Paul Kiefer, chief mechanical engineer of the New York Central Railroad, set his latest steam locomotive, the potent, coal-burning 6,700hp Niagara class 4-8-4, against General Motors' brand new diesel-electrics. The Niagara could generate more power than three of the latest diesel-electrics coupled together. It could run the wheels off them while accelerating passenger trains as long as 30 modern British InterCity carriages with the alacrity of an electric.

The detailed report that followed revealed total annual running costs of $350,095 for Kiefer's finest and $359,478 for a twin-set of 4,000hp GM diesels capable of maintaining existing NYC schedules. As the construction cost of the diesels was nearly 50% higher than that of a Niagara, you might have thought that steam would have continued to rule the railroad roost.

Not a chance, even though the tests were conducted with oil as cheap as chips in today's terms. If, in fact, the NYC management had been forced to buy oil at the equivalent of today's prices, the Niagara would have won the day effortlessly. Or, would it? I don't think so, no matter how you looked at, or cooked, the figures. The problem facing inspired steam engineers like Kiefer and his contemporary, André Chapelon of France's SNCF - whose latest locomotive, 242 A1, was outperforming existing electric locomotives, was, as much as anything else, one of image.

Steam seemed old-fashioned, dirty and labour-intensive. It didn't have to be, but that was the perception encouraged by General Motors, the oil lobby and a new generation of fervently modernising railway managers.

(Click here to read the whole article.)

Eccentric? Impractical. Uneconomic? Not necessarily so. The 5AT project is a plan by a group of engineers to build a totally new steam locomotive, designed incorporating the latest developments in steam locomotive technology, for hauling main line steam charter and luxury trains. With a 70% increase in thermal efficiency over "classic" steam, and a maximum design speed of 125 mph (200 kph) its performance could amply demonstrate what could have been achieved had steam locomotive development been fully exploited in the 20th Century. Jonathan wrote about the project when it was given its first public airing in October 2003.

This week Alan Fozard of the 5AT Group presented technical and business plans for this new generation 4-6-0 steam locomotive at the first World Steam and Tourist Train Congress at Brienz, Switzerland. Delegates were shown designs for a machine that will transform the way passengers and railway management alike see the steam locomotive.

The 5AT will resemble a conventional Stephensonian steam locomotive, yet it will be neither smoky nor grimy. Yes, it will produce that familiar rhythmic beat, those plumes of white steam; its piston rods will race in and out of visible cylinders, and its tall disc wheels will be driven by a form of reciprocating motion invented by the Belgian engineer Egide Walschaerts in 1844.

Otherwise, it will be a very different machine, 100% more efficient than the finest steam locomotives of the 1950s when technical development of this much loved form of motive power hit the buffers. Only a small lineage of impassioned engineers in France (Andre Chapelon 1892-1978), Argentina (Livio Dante Porta, 1922-2003), and their disciples, David Wardale, Roger Waller and Phil Girdlestone in Europe, today continue the pursuit of modern steam.

(Click here to read the whole article.)

With oil prices bouncing around $US135 a barrel a modern, low maintenance, high efficiency, steam engine becomes an interesting proposition. With the help of Jonathan, the small band of engineers who believed that steam engine design was capable of much further improvement - Andre Chapelon, Livio Porta and their successors, David Wardale, Roger Waller and Phil Girdlestone - may well one day be proved right.

(Click on either of the stills to go to the programme's home page. Then choose the 'Flash Video' option from the 'Further information' menu at the bottom of the page in order to see the programme.)

Howard Jones on steam engines. It's like lions. You can see lions in a zoo or go to Africa. Coming to Wolsztyn is like going to Africa.

BR built, GWR designed, 7029 Clun Castle in the then remaining half of the two turntable shed at Tyseley in 1967, © Michael Whitehouse, The Shakespeare Express

(click to see picture in original context)

Birmingham Railway Museum Trust is holding two open days at Tyseley Locomotive Works, in Birmingham, this weekend, on Saturday 28 June and Sunday 29 June, ' to celebrate 100 years of continuous operation as a locomotive depot'. A short account of the depot's history can be found on the vintage trains website here.

Among the attractions at the works will be a line-up of Great Western Railway steam engines; three GWR Castles, up to three GWR Halls, four GWR pannier tanks, a replica Puffing Billy, and freight train and turntable demonstrations. The London Midland Railway traction maintenance depot opposite will also be open on Saturday.

Other planned events include the recommissioning of GWR Castle 5043 Earl of Mount Edgcumbe; the return of LMS Jubilee 45593 Kolhapur to Tyseley; and the launch of an appeal to restore Clun Castle – the vehicle which started the works’ steam train collection in January 1966. A former driver of 7029 Clun Castle will be giving talks on his life on the footplate.

Full details of the weekend is given on a special section of the Shakespeare express website. Tyseley Locomotive works has restored a number of derelict steam 'ex Barry' steam locomotives, including: Rood Ashton Hall and Earl of Mount Edgcumbe. The picture of restored Rood Ashton Hall hauling a Shakespeare Express luxury train and Earl of Mount Edgcumbe in unrestored condition gives an indication as to the enormous amount of work that has to be put in to get an 'ex Barry' locomotive to mainline running order.

Parking facilities at Tyseley are quite limited. If you are planning to go we suggest that you follow the organiser's recommendations and travel by rail. Trains will be making additional stops at Tyseley during the weekend.

Tyseley has two links, albeit rather indirect, with the railway heritage scene in Poland. In BR days in the early 60s it was the home of ex GWR small prairie 4555, one of the first ex BR engines to be privately preserved. 4555 is the same class of locomotive as Bill Parker's 5521 currently at Wroclaw.

Secondly, it services the steam locomotive that hauls the 'Shakespeare Express' which runs twice every Sunday from 6 July to 14 September over Network Rail tracks. This is the nearest thing in Great Britain to the regular steam haulage of ordinary timetabled trains over part of the national railway network, which takes place in Poland daily, and which makes Wolsztyn so very special.

Czeslaw Janus i Andrzej Panczak come off shed on 23.06.2008 © Wojtek Lis

(click for photo in original context, on Parowozy z Wolsztyna, WARNING - Polish and German text)

In an 'off the record' briefing, an official in the Wielkopolska province's transport department told BTWT that as a result of meetings that had taken place last week between Wielkopolska officials and the passenger railway operator PKP Przewozy Regionalne, steam haulage of timetabled passenger trains could restart as early as August and the full three train a day service (one to Leszno and two to Poznan) would resume on 1st October.

The actual number of trains will depend on the price that PKP Cargo will ultimately demand for the provision of its steam engines and rolling stock. The price that has been quoted to Wielkopolska officials has risen from 15 PLN (about £4) to a horrendous 46 PLN (£11-50) per kilometre. Already a couple of UK-based railtour operators have complained that it is cheaper and easier to charter a steam train in Germany than it is in Poland.

The official also confirmed fears that badly maintained steam engines could start forest fires and pointed out that not all passengers wanted to travel in old coaches hauled by steam engines emitting black smoke, particularly in summer where the only form of 'air conditioning' was to keep the windows wide open.

Provided PKP Cargo plays ball, the arrangements now being put in place should keep steam haulage of scheduled services going until the end of 2008. As to the long-term future, that's still anybody's guess.

(click to see photo on Fundacja Era Parowozow website)

One of BTWT's reliable sources reports on a meeting that took place on 25 June between David Morgan, President of Fedecrail, and Juliusz Engelhardt, Under Secretary of State at the Ministry Of Infrastructure, responsible for Poland's railways. Fedecrail is the European Federation of Museum and Tourist Railways and has been working with a number of Polish heritage railway organisations, as well as the British-Polish Railway and Industrial Heritage Partnership, to assist in the creation of a national umbrella body for the Polish heritage railway movement. In Great Britain, such an umbrella body, the Heritage Railway Association, has existed since the 1960s and Mr Morgan is also its chairman.

Mr Morgan came to Poland to tell the Minister of Fedecrail's concern about the closure of the Krosniewice Railway. At Fedecrail's Annual General Meeting, which took place in Salzburg in April this year, a resolution (pdf file) was passed urging the Mayor of Krosniewice to reopen the railway. Mr Morgan also raised the matter of the imminent end of the steam haulage of ordinary scheduled trains at Wolsztyn and the prospect of the sale by tender and scrapping of much of Poland's railway heritage.

Mr Engelhardt, explained that it was his understanding that the Krosniewice Railway had been closed because of lack of cash. Although he could not offer financial support he could offer moral support to efforts to reopen the railway and help set up meetings with the local authorities.

All BTWT activists who wrote a letter to Barbara Herman (the Mayor of Krosniewice who was responsible for closing the railway) and then copied their letter to Cezary Garbarczyk (Mr Engelhardt's boss, the Minister of Infrastructure) can now give themselves a pat on the back.

...then the bad.

With respect to Wolsztyn, Mr Engelhardt said he recognised that Wolsztyn was now probably unique, not only in Europe, but also in the whole world. It would certainly continue as a steam shed servicing steam locomotives for special events like the Wolsztyn Steam Gala and for special trains. The only aspect over which there was a question mark was the continuation of steam-hauled ordinary service trains, because the operation of railbuses was much cheaper.

This confirms our worst fears about the future of scheduled steam at Wolsztyn. We will be consulting all the key stakeholders, and then recommending what the best course of action is for BTWT activists.

Mr Engelhardt concluded by saying that he had no knowledge of the sale by tender of railway heritage items to which Mr Morgan had referred and that his view was that items of Polish railway heritage should stay in Poland.

Mr Morgan will be asking Polish railway societies to follow up in detail with the minister a number of the specific points that had been raised at the meeting.

GWR small prairie at Birmingham Snow Hill in the 1920s? No it's January 2008, and 5521, restored to perfection by Bill Parker, is being shown to the public at Wroclaw Glowny. (photo R. Boduszek. Click on picture to see it in its original context. WARNING, Polish text)

When the last fire is drawn at Wolsztyn on Friday July 4 it won't quite be the end of scheduled, as opposed to 'special' steam workings in Poland. The Wroclaw - Jelcz Laskowice service will be worked by steam, either by Tkt48-18 or GWR small prairie 5521 as follows:

May 28th - June 5th Tkt48-18
June 18th - June 26th GWR 5521
following week Tkt48-18 (dates tbc.)
Aug 3rd - Sept 11th Tkt48-18
Sept 17th - Sept 25th GWR 5521
Oct 8th - Oct 16th Tkt48-18
Oct 22nd - Oct 30th GWR 5521

There will also be some steam haulage of the narrow gauge service trains on the Smigiel Railway between Stare Bojanowo and Smigiel. But it won't be quite the same without Wolsztyn. A recent post on the kolejelist discussion group (this one is in ENGLISH!) puts an optimistic slant on recent developments. Nonetheless, the facts are that local PKP Cargo director at Poznan, Mr Wasilewski, is being starved of resources to keep the Wolsztyn steam engines running reliably. With Howard Jones' Wolsztyn Experience only contributing 10% towards PKP Cargo's costs of running the Wolsztyn Depot, and PKP Prezwozy Regionalne (the passenger train operating company) reliant on a subsidy from the Wielkopolska Council, the long-term future for the continuation of scheduled service train steam operations at Wolsztyn does not look very bright.

To complicate matters, a three way power struggle has broken out between PKP Cargo, PKP Przewozy Regionalne and the Wielkopolska Chief Executive's office about who will eventually control Wolsztyn.

Let's all hope that, while the parties fight it out amongst themselves, the baby is not thrown out with the bath water!

More:

Wolsztyn Experience - News and Events
You Tube - nice video clip of 5521 arriving at Wroclaw Glowny

Wolsztyn Autumn (photo PolandPoland.com, click on pic for photo in original context)

I've been giving a lot of thought about what to do about Wolsztyn. It's clear that the way the steam depot (not Howard Jones's Wolsztyn Experience) is managed at present is not sustainable. The engines are poorly maintained and increasingly unreliable. The number of drivers and skilled fitters available to Mr Wasilewski, the local PKP Cargo Director, is too small. The passengers want a service that they can rely on. And yet with all its shortcomings, the Wolsztyn steam trains bring tens of thousands of tourists to Poland from all around the world. The goodwill and 'brand recognition' associated with Wolsztyn is amazing. It would be an enormous waste if, for lack of getting all the stakeholders working together, this unique locomotive depot lost the essence that makes it so different - the daily ordinary timetabled trains hauled by steam - and Wolsztyn became yet another steam centre servicing locomotives that haul 'steam specials'.

So who should we write to? The crisis has come about because the key stake holders are not working together. So it's a no-brainer that our representations should be made to all of them urging them to get the responsible officials sitting down all together, ideally with Howard Jones of WE in attendance, and start talking!

The key stakeholders are:

1) The Chief Executive of Wielkopolska province:

WP Marek Wozniak
MARSZALEK WOJEWODZTWA WIELKOPOLSKIEGO
Budynek C, pokoj nr 7, parter
al. Niepodleglosci 18
61-713 Poznan

tel: (61) 854 1799
fax: (61) 852 6007

e-mail: kancelaria@umww.pl

Mr Wozniak officials are responsible for transport and tourism in Wielkopolsk. Perhaps they should be talking to each other?

2) The Chairman of PKP, Poland's state-owned railway company:

WP Andrzej Wach
Prezes Zarzadu
Polskie Koleje Państwowe S.A.
ul. Szczesliwicka 62
00-973 Warszawa

tel: (22) 47-49-000
fax: (22) 47-49-020

e-mail: biuro.zarzadu@pkp.pl

Mr Wach's subsidiary companies, PKP Cargo and PKP Przewozy Regionalne can't seem to agree how Wolsztyn should be run. Perhaps Mr Wach to encourage them to come to an agreement?

3) The Minister of Infrastructure

Mr Cezary Grabarczyk
Minister Infrastruktury
ul. 4/6 Chalubinskiego
00-928 Warszawa
POLAND

tel. (22) 630 14 10
fax (22) 630 14 14

4) The Minister of Sport and Tourism

WP. Mirosław Drzewiecki
ul. Senatorska 14
00-921 Warsaw
Poland

Tel: (22) 2443 102
Fax: (22) 2443 217
e-mail: dwm@msport.gov.pl

Perhaps it would be a good idea for the Minister of Infrastructure and the Minister of Sport to encourage their Under Secretaries of State: Mr Engelhardt, responsible for railways; and Mrs Soborajska, responsible for tourism; to talk to one another.

If you are responsible for organising groups who visit Wolsztyn, if you have been to Wolsztyn, or if you were planing to go, and if you would like Wolstyn to retain its unique position as Europe's last steam depot servicing engines hauling ordinary trains, please write to all the above stakeholders.

Lodz Fabryczna Station (photo MarcinK on Skyscrapercity.com, click pic for more pictures of Lodz)

Unlike Mike, who publishes the W-wa Jeziorki blog, I used to like the old style trains which plied from Lodz to Warsaw. True the 100 km journey did take 2 hours 15 minutes, but the nicely refurbished compartment coaches were clean comfortable. Rush hours excluded, they offered a pleasant environment for working or reading for pleasure, and if bored one could always engage the guard or one's fellow passengers in a conversation about the shortcomings of PKP's management.

However, since PKP noticed that the Warsaw - Lodz service (one of their most profitable) was loosing passengers fast to the rival coach operators, things have not been the same. For the last two years, contractors have been rebuilding the railway. They have not just been relaying track, but also they’ve been draining the trackbed, rebuilding bridges, digging subways, putting up noise barriers and constructing proper platforms. While all this has been going on the train journey lengthened by another hour. To make passengers feel really miserable, brand new shining emus were introduced without compartments, but with back-breaking seats.

Today's journey did not start well. My taxi driver asked me where I was going and, when I told him that I was going to Warsaw, he told me that I would be lucky to get there at all. A train crash had occured further up the line and all trains were being diverted. He then chose a route which allowed me ample time to study the worst traffic jams in Lodz and ensured that I would miss my train. Unbidden he offered me the information that his rate for going to Warsaw was 250 dollars. I wondered whether I look like the sort of person who if he has a spare 250 dollars in his pocket looks for a taxi driver who can relieve him of the burden?

At the station, the lady behind the ticket desk positively beamed. "There's been a big train crash and all Warsaw trains are being diverted." "So how long do you think the journey may take." "We can't be sure, apparently one Lodz train left Warsaw this morning and nobody has seen it since." She cheered me up by telling me that the train that I had just mised hadn't in fact run. She asked me for 32 zloty for my fare. I told her that yesterday the fare from Warsaw had been 26 zloty and she told me that today was the first day of the new timetable which shortened the journey time to just over 90 minutes.

After making some enquiries I discovered that the next train would leave in an hour. Arming myself with a toasted sandwich and a 1.5 lire bottle of mineral water, I was please to discover that the train would consist of some old fashioned compartment stock which already waiting on platform 2 track 3. (Confusingly for Brits the Poles number both their platforms and tracks.) A TV were waiting like vultures to pounce on the passengers who were travelling on the train from Warsaw. As the hour passed and the train never arrived they moved on to doing short vox pop interviews with passengers boarding the Warsaw train. I grabed the producer and she recorded me doing a little rant about the seating in the new emus.

The guard was not a happy bunny, when I asked him when he thought that we will be in Warsaw, he answered by grumbling that he should have been home over an hour ago. The new tracks are smoother than before but the welding of the rail had not been done to such close tolerancres as in the UK. I slept. When I awoke, we were on the outskirts Warsaw. The blockage had been cleared, we had only lost 20 minutes. Now, when was the last time that you heard of a case in the UK where after a major train crash the line is back in service after barely 12 hours? Well played, PLK - the Polish rail way infrastructure company.

I reached Warsaw in time for a key meeting to brief an important member of the business community about the crisis facing Wolsztyn. He offered to support our lobbying campaign. Tomorrow we will review the Wolsztyn situation and discuss what action BTWT readers can take.

Chabowka, Poland's other steam locomotive depot

Our favourite cleaning lady, who empties the waste paper bins at the Polish Ministry of Transport, tells us that Under Secretary of State for Rail, Juliusz Engelhard, and the Chief Executive of Malopolska province, Marek Nawara, will meet on Tuesday 17 June to discuss the future of the Chabowka Open Air Railway Museum. Apparently Mr Nawara is intending to create a company to take over the museum from PKP Cargo. Cynics are saying that the creation of a company rather than a 'Foundation for Public Benefit' (the Polish equivalent of an English Charity) bodes ill for the future of Chabowka's collection of historic steam locomotives and rolling stock.

Our foxy friend points out that perhaps it is no coincidence that the crisis at Wolsztyn and this development at Chabowka are both occurring at about the same time. About two years ago, PKP Cargo launched a special foundation, Fundacja Era Parowozow, to take over its historic collection of locomotives and rolling stock. The plan was a good idea. A foundation can apply for local authority grants and EU finding in a way that a commercial company cannot. There was also a lot of potential synergy between Chabowka and Wolsztyn. Chabowka employs 30 people, maintains its working engines in top notch order, has just passed out 15 new steam drivers, but its engines hardly do any work. Wolsztyn lacks good fitters and drivers, its engines are poorly maintained, but up to the 1 June was running scheduled steam services daily.

However, it seems that some sort of deal was concluded in the corridors of power in Warsaw which stopped Fundacja Era Parowozow in its tracks. Instead of taking over custody of those items of Poland's railway heritage which were set aside for preservation, the Foundation has been pushed aside to become no more than a marketing agent for PKP Cargo. A tour operator from Germany or the UK now has to first submit his requirements to FEP who then forward the request to PKP Cargo who then submit an (enormously inflated) estimate to FEP, who then send it on to the client. By the time the process is complete the prospective customer has gone elsewhere. Meanwhile FEP, which was set up to look after Poland's railway heritage, now finds itself in opposition to any intentions that PKP may having to simply sell off Poland;s railway heritage to the highest bidder.

Howard Jones (photo Rannoch Rail Adventures
click pic for more photographs)

Howard Jones's last ditch talks with PKP (reported in our article on 11 June) to try to secure the future of steam haulage on the Wolsztyn - Leszno Service have brought partial success. In return for an additional payment from Wolsztyn Experience, PKP Przewozy Regionalne has agreed to let steam haulage of one Leszno train continue until 4 July. Wolsztyn Experience is already paying a subsidy to PKP Cargo to compensate for the additional costs the steam haulage.

Nobody involved in running WE has any illusions that this is no more than a short term fix. The future of Wolsztyn as a working steam depot servicing timetabled trains is in grave jeopardy. PKP Cargo have not made the necessary investments in the locomotives or the people maintaining and driving them to guarantee a reliable passenger service and that is what the Wielkopolska province Transport Director, Jerzy Kriger, wants. At the behest of the Chief Executive of Wielkopolska province Mr Kriger has scheduled a meeting next week with PKP. But the meeting is unlikely to agree terms for further scheduled steam operations at Wolsztyn, rather the meeting will be a first opportunity for the local authority to explore the terms under which it could to take over the Wolsztyn MPD from PKP. Give the scant regard shown by Mr Kriger, for WE's customers Wolsztyn's survival as anything more than a 'skansen' or museum is extremely unlikely.

Some of the many comments left on the Radio Merkury website:

First a 4 month break from steam haulage, next thing (I hope I'm wrong) steam trains will only be running for 2 months. Soon people will remember Wolsztyn as the last operational steam MPD in Europe. I can see that for PKP Wolsztyn is not a treasure to be cherished and promoted (not just for 2 weeks before the steam gala) but rather a burden. (translated)
Marcin Gadek (SKW)

I am a steam enthusiast from Dortmund. I think, it is a very bad decision to stop the steamtrains between Wolsztyn and Poznan. I canceled my trip to Wolsztyn in June, because there is now only one train to Leszno and back left with steam. That is not attractive enough for foreign visitors like me. Especially the 5.00 clock train in the morning to Poznan ist in summertime a very great train to do early morning pictures with sunrise. So, I hope, that the Steamlocomotives will be back soon on the line to Poznan. Best wishes
Uwe Jürgenhake

Please excuse my writing in English! Wolsztyn is famous around the world as the only place left where scheduled passenger trains are hauled daily by steam locomotives. I have been regularly visitng the town since 1989 to see the locomotives and travel on the trains. The town has changed a great deal in the past 20 years and I am sure that much of its current prosperity is due to the attraction of the steam locomotives. It is vitally important that the regular use of steam locomotives on the service to Poznan is resumed immediately. Please make sure that the officials in PKP understand how enthusiasts around the world are worried about the current situation regarding the continued daily use of steam locomotives at Wolsztyn.
160.85.33.117

=( bad
Starszy

This should never happen! It is vitally important for this region to have steam around!
Andre from the Netherlands

Hello Radio Merkury. It is really sad for us steamenthusiasts if no steam for so long as 4 months. We are many Danes who go to Poland for one purpus only: Steam in Wolsztyn. Just imagine how much hard currency shops around Wolsztyn will miss. Another thing is missing publicity for the PKP Museum. A lack of judgement from PKP to lay down steam over holiday season in Europe. Hope to see steam again soon.
Best regards Poul Thor Hansen, Denmark

'Wolsztyn puffers may return'
(Click on pic for Radio Merkury POLISH webpage)

Poznan local radio station Radio Merkury has devoted considerable airtime to investigating the suspension of steam services from Wolsztyn. For members of BTWT's Polish class, the recorded interviews are available on-line. (Just click on the picture above and then click on the individual links.)

Radio Merkury teases out its story till the bottom of the page. The final paragraph states -

There is, however, a spark of hope for all those who care about the future of Wolsztyn, Poznan and Wielkopolska province. Jerzy Kriger, the Director of Transport of the provincial government, told Radio Merkury that Marek Wozniak, the Chief Executive of Wielkopolska province has ordered him to hold an urgent meeting with PKP officials with a view to finding whether an solution could be reached which would allow steam locomotives to return to the Wolsztyn - Poznan route.

The whole sorry saga goes to show that the Wolsztyn MPD and its scheduled steam trains is too important a matter to be left to the whim of local PKP, or local authority, officials. The steam depot at Wolsztyn is a national resource worthy of world heritage status. We believe that it should be administered by a national charitable trust independent of PKP or Wielkopolska province, and have binding long-term agreements with all stakeholders such that embarrassing incidents of this sort do not occur again.

Marek Wozniak, Chief Executive of Wielkopolska

Following the shock 4 month suspension of steam haulage of the Wolsztyn - Poznan services from 1 June, the Wolsztyn - Leszno steam-hauled train is now officially due to be cease on Monday 16 June. A storm of protest has hit the office of the Chief Executive of Wielkopolska province. (Note that he is quaintly called the 'Marshal of Wielkopolska Region' on the English version of the authority's website.) Howard Jones is still hopeful that a deal can still be swung to save the Leszno service. Local authority officials are sounding him out as to whether he would be willing to fund the difference between steam and diesel haulage that they are being charged by PKP. So much for a 'fire risk' that conveniently disappears when money is being talked about! Howard is already paying PKP Cargo the difference between steam and diesel haulage, so it looks as if Cargo have been charging for steam haulage twice, sending bills to Howard and the local authority.

This sad story seems to be a typical case that when something is operating well in Poland, some stupid official has to come up with a way of ruining it. Howard has been providing the income stream that has kept Wolsztyn Depot open for 11 years as Europe's last motive power depot servicing steam locomotives that work regular service trains. Wolsztyn's visitors have spent millions of euros in the region! Howard should be feted by the Polish authorities and PKP for his achievements and they should have the courtesy to discuss any changes in arrangements with him well in advance.

Correction

The meeting that we originally reported as taking place between Howard Jones and Ministry of Infrastructure officials in Warsaw, in fact took place in Poznan between Howard and the Deputy Transport Director of Wielkopolska province. Our thanks to WE for pointing this out. The original article has been corrected.

Useful links:

Wolsztyn Experience - official website

Wielkopolska province - the office of the Chief Executive

Leszno Steam Haulage Axed

Is this the end of Wolsztyn as Europe's
last working MPD?

Steaming to Leszno by Richard Gatward via TrekEarth
(Click on photo for bigger picture in its original context.
Click here for Richard's amazing photo reportage of his
engine driving trip to Poland.)

Having reported that one Wolsztyn - Leszno steam turn survived last week's cuts, today's shock news is that steam haulage of the Leszno service has also been peremptorily cut. Last week's 'suspension' generated an unprecedented storm of protest from many railway enthusiasts from all around the world, as well as very critical coverage in the Polish press. From reliable sources we have been given to understand that the Wolsztyn Depot has become a piece of ammunition in a battle between the local government transport department of Wielkopolska province and PKP Przewozy Regionalne, the State Railway's long distance passenger services operator. Of course, no one will admit that this is the reason and so, although they are still arguing, the local authority and PKP did agree to put out a joint statement that the suspension of services is because steam locomotives are a fire hazard during the summer months.

When supporters of Wolsztyn Depot challenged this statement by asking how it was possible for steam services between Wolsztyn and Poznan to be a fire risk, if services between Wolsztyn and Leszno were not, the authorities responded by ordering steam haulage to be taken off the Leszno service as well!

As we publish this, Howard Jones was still hopeful that a last minute deal could be pulled through to save the Leszno service. Watch this space for news of further developments and our planned response.

This is another of those causes where we can help by putting pen to paper. Please write (polite letters only please) to the Chief Executive of Wielkopolska province pointing out the short-termism of his officials' decisions and the damage that is doing to Wielkopolska's and Poland's credibility abroad. The address to write to is:

WPan Marek Wozniak
Marszalek Wojewodztwa Wielkopolskiego
Al. Niepodleglosci 18
Pokoj 142 Budynek C
61-713 Poznan

e-mail: marszalek@umww.pl

tel: (0048) 61 854-19-88, (0048) 61 857-18-47
fax: (0048) 61 854-17-17

Oh and do please send a copy of your letter, and any reply that you may receive, to us at the following e-mail address:

railfan@go2.pl

Crash investigators at Grayrigg
(photo Owen Humphries on daylife ex AP)

First a bit of good news, our chief engineer's worries about the tram track section of the WHR through Porthmadog apppear to have been misplaced. A medical gentlemen left the following comment on our Twisty Tale post.

Have no fear about our tram track. The gauge is widened by 10mm in the middle of the 50m radius curve at Britannia Bridge, and a suitable rail with an appropriate flange groove between the running rail and the check rail has been found in Austria.

There is a notice at the approach to the crossing saying CYCLISTS MUST DISMOUNT.

The class NGG16 2-6-2+2-6-2 Garratt locomotives traverse 58m radius curves elsewhere on the railway without difficulty, and of course the radii are even sharper at points (turnouts), check rails and all.

Relax, sleep well; come and see us this time next year. Croeso i Gymru; welcome to Wales.

We have been to Poland and admired some of your narrow gauge lines - we were very taken with the marvellous museum at Sochaczew (pardon me if I spell it wrong). the branch line at Smigiel needs someone to go along it with a fishplate spanner to tighten the joints.

Pedr

Dyspozytor has been going on long walks, relaxing and is already sleeping better. Our chief engineer is still muttering 'NG 15s are 2-8-2s, 50 doesn't equal 58, flangeway clearances, back to back flange distance' and other such nonsense, but we have locked him up in a cupboard and will leave him there until he promises to behave himself.

Now the bad news, there will be no repeal of the decision to suspend the Wolsztyn - Poznan steam workings this summer. Howard Jones has been to Poznan this morning and met with Wielkopolska province's Deputy Director of Transport. He was assured that the importance of the Wolsztyn operation was recognized by the Chief Executive and that steam trains will return to the Poznan route in October. Meanwhile Howard will be hiring additional special trains on the Wolsztyn-Poznan route to fulfill his existing agreements with customers. (He already has built up alternative footplating capacity in Wroclaw with recently restored TKt48-18 and Bill Parker's GWR 45xx 5521, as well as on the narrow gauge Smigiel Railway with the Px48.) Howard says, "We have built up a special fund for capital projects such as restoring our own Ol steam locomotive. Now we will have to dip into this fund and buy extra trains so that we can still meet our customers' expectations."

It seems that the reason for the suspension of the steam services is based on more than just economics. If saving money was the object, the timetabling and rostering of the steam trains could have been arranged more economically. Rather, PKP is tied up in its own affairs - the removal of senior directors and the sale of parts of its business. Wolsztyn is no one's priority. In spite of promises to the contrary, no new crews have been recruited nor trained, and licences to allow the depot to carry out boiler repairs have not been renewed. The basic problem is that there is no one at a sufficiently high level in the PKP hierarchy who really cares about heritage rail operations.

Still, as the proprietors of the popular press know all to well, publishing bad news boosts circulation. BTWT watches the number of daily hits it gets assiduously and we were surprised to see how much interest bad news generates.

Behind the Water Tower's weekly-cumulative daily hit rate

Our biggest daily hit rate (which we have yet to beat) occurred on 2 April when we broke through the 100 hits a day and 200 hits a day barriers for the first time. At the end of the day we had registered 253 hits. What had generated so much interest - our articles on the closure of the Krosniewice Railway and the stepping up of our letter writing campaign to save the line. The Krosniewice closure gave us a daily-cumulative per week hit rate of 774 views (week 14 on the graph) as opposed to 236 hits the previous week. Readership then fell back to its previous steady growth and then began to level off at around 750 weekly hits - just over 100 hits each day. Over the last two days interest in our story about the curtailment of steam operations at Wolsztyn, and narrow gauge fans returning for the latest news about the Krosniewice Railway closure, boasted our daily hits to 220 on Sunday. This gave us our biggest ever daily-cumulative per week hit rate of 898 views last week (week 23).

Why this obsession with the numbers game? We know that for every 100 long-term readers, about 10 are sufficiently committed to respond to our calls for help. That means that the Ministry of Infrastructure received 10 more letters on its desk than it would of done if there had been no BTWT and no letter writing campaign. Can 10 letters make a difference? Quite frankly we don't know, although we hope that taken together with the Fedecrail delegation's visit to Poland and the threat of legal action, they will. But just consider if we had 1,000 regular readers each day. That would mean that the Minisister would have received 100 letters - a figure much more difficult to ignore.

So how can you help? First of all, you can sign up to our twice monthly mailing which contains links to our most popular articles. Secondly, ask yourself - are any of your friends interested in Poland or railways or both - whose names we could add to our mailing list? Secondly - and we apologise for nagging - please, if you have not already done so, do send that letter to the Mayor of Krosniewice and copy us on your letter and any reply that you may receive.

Pm36 pacific about to depart on a Wolsztyn-Leszno turn
(photo by Charles Turner, more words and pics here)

In view of the current crisis at Wolsztyn following the sudden 'suspension' of the Wolsztyn-Poznan steam workings, we hope that BTWT readers will forgive us if this week's articles have a heavy Wolsztyn bias. The continuation of scheduled steam workings at Wolsztyn is important for a number of reasons:

• Wolsztyn is the last steam shed in Europe servicing steam locomotives that haul ordinary scheduled service trains (not steam 'specials' or heritage railway trains).
• This brings a large number of visitors to Wolsztyn who spend their money in the town. (The Mayor of Wolsztyn has claimed that each Wolsztyn Experience visitor spends 1,000 euro in Wolsztyn and that excludes any payments to WE. If one adds the expenditure of all those who come to the Wolsztyn region to photograph and ride on the trains the direct economic benefit of the WE product on the local economy is in the order of 500,000 euro per annum.
• Howards Jones has an agreement with PKP which was supposed to allow him to run the WE business on its current scale at least until 2010. The premature withdrawal by PKP of 2/3 of all steam workings at a time when WE has paid bookings to fulfill, coupled with other recent arbitrary decisions (see previous post) will give little confidence to international tour operators or others contemplating doing business with PKP.
• Finally, although WE visitors traditionally flew into Poznan, went to Wolsztyn, did their driving and firing turns, and then returned to Poznan and flew out again, there is no reason why Wolsztyn could not act as an international portal for the Polish heritage railways and museums as a whole. Wolsztyn is known and respected internationally, many Polish heritage railways are virtually unknown beyond a couple of hundred Polish railway enthusiasts. Properly managed the potential for mutual synergy is enormous.

Until we finish our investigation into who is responsible for the sudden suspension of the steam workings to Poznan we are not asking our readers to put pen to paper, just yet. In the meantime we have 'borrowed' this brilliant account of a WE customers 'first time' from the national-preservation.com discussion group.

Sunday I arrived at Poznan airport and got a bus to the station. On the bus I met a SDR driver and a Swanage fireman who were out there for their annual trip. We quickly bonded over a beer and a sausage and before long it was time for the journey to Wolsztyn. We were on the 15.30 which is steam hauled so I got a look at the standard machine for the week, a Polish 0l49. The journey took about 1hr 45 and was a trip I was booked to do three times that week as driver so I concentrated on trying to familiarise myself with the line, difficult when there is 45 miles to remember! Once there we had a look round the beautiful depot and at the lines of withdrawn engines. It was then to the WE’s house where we were briefed for the weeks activities. I was introduced to my partner for the week and was given my duty for the next day, the 11:47 from Wolsztyn. There were seven other people there that week and we all went for a meal and got to know each other, and got thoroughly bitten by the local mozzies.

There are two Woltsztyn – Poznan trips each day, the earlybird (05:27 – 07:15 and 09:30 – 11:17 return) and the gentleman's (11:47 – 13.30 and 15:30 – 17:15 return.) I was down to work the gentleman's train. The system is that one guy drives one way while the other fires, and then vice-versa. I had done some firing in the UK but no driving bar a “driver for a fiver” at the Bluebell, so it was with some trepidation that I climbed into the cab of the 2-6-2 OL, essentially the Polish black 5, a mixed traffic engine that does a bit of everything. Howard Jones gave me a basic introduction to the cab and a guide to the three signs I had to learn, (whistle boards for the unprotected level crossings, the station warning boards 400m from the stations and the stop points at the stations) and then drove the train out of the station. After a mile or so he got up and pointed at me, and I took control of a loco, at 50 mph with passengers on board! The first stop was nerve-racking but once I had done my first stop I soon felt comfortable with the braking. There are 18 stops along the line, although the polish crews usually take over for the last two stops under the wires on the approach to Poznan. The starts have to be brisk, as the steam locos are operating to electric and diesel timings, so you are actively encouraged to “get on with it” and it is a pleasure to do so! We arrived at Poznan and I think my smile could probably have been seen from space! You have to option of going for lunch or going to the depot with the crew. Being a nosy I went down to the MPD to see what happened. The loco was turned and I then watered the loco while the crew oiled up and cooked some sausages. The firing on the way back was what I was most nervous about, but the Ol is a joy to fire. A firing plate at a perfect height and a large firehole door make it a very simple operation. Apart from a few instances where I was mid-swing when the loco hit a bit of rough track, it went quite well and I grew in confidence. We returned to shed after the run back and cleaned the wheels and motion while the crew coaled and watered the loco. We returned to the house to be told our turn for Tuesday, the Prairie at Wroclaw!

A 04:00 wake up saw us leave the house at 04:15, get a train from Leszno and at some ungodly hour arrive in Wroclaw, in time for a quick Big Mac before making our 07:30 departure. We wondered along the platform and there was 5521, a picture of polished Brunswick green, its airpump echoing through the station. The crew were English, from the Flour Mill and a polish driver was there as pilotman/translator. The cab is only big enough for four so one rides in the carriages while the other drives. I opted to catch some shut eye, so I slept for the first journey while my partner drove. The journey is about 20-25 miles and takes about 45 mins, the last 5 miles of track are awful and are covered at just above walking speed, but the first section is along a proper mainline with Intercitys and freights passing you! The middle section is through some beautiful countryside with some lovely gradients and curves. The prairie uses about 1100 gal of its 1300 gal capacity on the trip so after the run we returned to the depot for water, and sausages for the crews (Polish railwaymen exist on a sausage only diet.) Then it was my turn and what a joy the prairie is. Driving, you instantly noticed how responsive the regulator is, compared with the Polish locos. The Prairie's acceleration is truly impressive and it really flies. You have to be smart about starting away as there could be an Intercity two minutes behind you. The English crew, Geoff and Dougie Phelps, were brilliant and I cannot thank them enough. I even managed to avoid slipping on the station on a heavy gradient where apparently everyone slips, so again my smile was a mile wide! Coming back into Wroclaw, the fairly extended use of the two-tone whistle saw the entire station turn and stare! A quick drink from a hydrant saw the Prairie ready for the final trip. There are three round trips, so you drive on three journeys, or one and a half round trips. An excellent day, on an excellent engine, whose appearance and quality are a true testament to the skill and quality of the Flour Mill boys. After driving a Prairie at 60mph, preserved lines in England don’t half seem slow!

Thursday we decided to have a play at Smeigel, the narrow gauge line. The track is awful, but the crew were brilliant and the loco is delightful, so I would urge anyone who goes to visit Smeigel, even if you are not a NG person. The station, station bar, loco, location and attractive guard all make it worthwhile. The run is quite short, and the pace is very sedate, but the state of the track make it quite trilling! You do a roundtrip each and one participant got off and declined to drive back as the state of the track scared him so much!

On Friday we made up for our half turn on the Wednesday by arriving on shed for our gentleman's turn again to find not to find the expected Ol, but Pm36, a bright green pacific. Wow, what an experience that was. It was raining and I watched with horror as the Polish crew slipped and slid out of the depot to the station. The cab seemed massive, the boiler was gargantuan, everything seemed preposterously large. The Polish driver, slipped heavily out of the station as the blood continued to drain from my face. The run was difficult. The regulator was stiff, the air brakes didn’t always release properly and on 80% of starts it was a case of constant regulator changes to control slips (although the handle was damn near impossible to move.) Coming back was equally torturous as the rain was now heavy making the light footed beast near impossible for Tim, my buddy for the week, or the polish crews to control. The size of the cab means when you fire, its about quarter of a mile from firing plate to firehole door. As a relative novice the size of the firebox seemed unbelievable. No matter how much I fired, or how quickly, the grate never seemed completely covered. I got back to shed, happy I’d driven a pacific on the mainline but also tired, filthy and aching, and also acutely aware that, while it had been exhilarating, I’d rather have Ol49 69 any day!

Saturday, we bought an extra turn as I wanted one last bash with an Ol49 and I drove back from Poznan with a little extra gusto, knowing it would be a while before I could experience the sheer thrill of being given a loco and told to “GO!”

Sunday, I got the steamer to Poznan before catching a flight home. I resisted the urge to stand by the cockpit door to see if the pilot would let me fly or at least do the landing at Luton.

All in all, I met a really lovely group of people both the English participants and polish crews, got bitten all over by mosquitoes, ate my body weight in sausages, and had a couple of ice cold Tyskie-s and Zwyiec-s in the beautiful weather we had for most of the week. I have fallen asleep nearly every night since to the sound in my head of a Polish engineman shouting “Brake, BRAKE!, Go, Whistle.”

The above has been lightly edited. You'll find the original article by KHARDS here.

Ol49-69 with 15.44 Poznan - Wolsztyn turn at Adamow

Steam haulage of four stopping passenger trains (see table below) between Wolsztyn and Poznan has been suspended at short notice. According to an announcement on the PKP Cargo Parowozownia Wolsztyn website (WARNING - Polish text) steam haulage has only been 'suspended' - not cancelled for the period 1 June to 30 September 2008. No explanation is given other than that the change has been introduced 'at the request' of the PKP Przewozy Regionalne, the PKP company responsible for those long distance trains that have not been handed over to PKP Intercity. This leaves only one Wolsztyn-Leszno return working as the only ordinary (i.e. not steam 'special') steam hauled scheduled train service.

Coupled with the last minute announcement that this year's Parowozjazda steam gala at Chabowka will take place on 6 September, and not during the last weekend in July as originally planned, these arbitrary decisions announced with minimum notice show the contempt with which the PKP group and the relevant local authorities regard the railway heritage market. Steam fans can take some comfort from the fact that PKP treats its ordinary customers little better.

The steam turns 'suspended' till October

(train times have been adjusted in accordance
with PKP's on-line train finder)

Foxfield volunteers working on the Smigiel Railway 30.04.2008

We are really impressed by this story which shows how, with a bit of 'can do spirit' on all sides, it is possible for British volunteers to make a real difference when they visit Poland. Howard Jones offers an add-on narrow gauge option on the Smigiel Railway as part of his 'Wolsztyn Experience' product. Some of his customers from the Foxfield Railway noticed that some of the trackwork was a bit rough and asked whether they could come down to the Smigiel Railway again and do something about it. Staying in the former goods shed at Smigiel, which has been adapted as hostel accommodation, the Foxfield gang worked on the railway from the 28 April to 2 May and then went to Wolsztyn to enjoy the Steam Show.

Repairs were carried out at the Stare Bojanowo loading ramp, at Stare Bojanowo Wask station and on the sharp curve on the approach to Smigiel Station. 70 sleepers were replaced, track joints were levelled and rail alignment was corrected. On Wednesday 30 April, the permanent way train was hauled by the Px48 steam locomotive on loaned from the Gniezno Railway.

Everybody is delighted with the way that things went and already plans are being made for an even larger group of volunteers to visit Smigiel. Our congratulations to everybody involved in making it happen!

The Foxfield Gang with SKPL Infrastructure boss, Andrzej Cichowicz

Hungarian visitor - ex Austrian Sudbahn 4-6-0 109 109

PKP Cargo announces on its new website...

PKP CARGO S.A. plays an important role as a guardian of Poland’s railway technology heritage. Many rare steam locomotives, wagons and other railway equipment are gathered in three live museums of steam traction.

...and the three day "Locomotive Show", that finished today at the Wolsztyn Motive Power Depot, is a worthy example of how PKP Cargo at its best can fulfil this role. Purists may grumble that Wolsztyn has cannibalised steam engines to harvest spares for its working locomotives and then cut the latter up for scrap when they were worn out, but its important to see the Wolsztyn operation in a wider context. Poland is a country that has done little to preserve the machines of its industrial heritage. When it comes to making hard pragmatic decisions regarding whether to cut up or scrap, Poland should be compared not to Britain today, but to Britain in the 50s, 60s and 70s.

The Wolsztyn Show was good news for Poland's fledgling heritage railway movement. (The country's first heritage railway, the Bieszczady Forest Railway, was only saved in 1997 and many people still associate railways in general, and steam engines in particular with the bad days of communism.) National radio and TV carried regular news items throughout the Show and these will do a great deal to build public awareness about the potential of railway heritage and make life easier for promoters of other projects. The PR aspect of the event was a triumph for PKP Cargo's press officer, Jacek Wnukowski.

There was much else that was good. There was entertainment for all the family. The PKP employees were helpful and even the railway police stewarding the crowds were remarkably polite and restrained. Mirek Szymanski, Fundacja Era Parowozow's management team chairman, worked hard behind the scenes and on stage to make sure that all who visited the show had a really memorable experience.

BTWT would not be BTWT if we did not have one or two minor niggles. Given that this is the largest gathering of its kind in Poland, and that it attracts enthusiast from all around the world, why were  more representatives of Poland's 30 or so railway societies not encouraged to have their own information stands? Why was there so little information about the actual steam trains running during the 3 days? Why, given that PKP Cargo moved 2 steam engines and two sets of vintage carriages from Chabowka, was there no connecting special train from Cracow? Why was there no connecting special train from Warsaw other than the VIP charter? Why, given the high public profile of the event, didn't Wojciech Balczun, PKP Cargo Chairman attend the event. Or, if he was too busy working on the sale of PKP Cargo to Deutsche Bahn, why did he not send Witold Bawor, his Operations Director and the Chairman of the Trustees of Fundacja Era Parowozow, in his place?

Son et lumière et vapeur on the Friday night

Dyspozytor is a confirmed curmudgeon with a propensity to rant about anything and everything that crosses his path. So it's something of a surprise that he e-mailed back from the Wolsztyn Steam Show impressed with what he saw. The light show on Friday, now in its second year, was very popular, made more memorable by the participation of 109 109 (see photo above) from Hungary. Saturday had something for all the family. There was a bouncy castle and free balloons for the kids, a variety of live bands playing for mum and more steam engines in steam than you could possibly count for dad.

ex GWR small prairie 5521 showing the flag

Further prompting yielded the information that the catering in the VIP enclosure was first class. (How on earth editing 'Behind the Water Tower' gets anyone into the PKP Cargo VIP enclosure is a mystery.) His judgement might also have been influenced by the fact that he apparently spent a considerable amount of time chatting up a young female blogger from Poznan on the pretext that she was in a better position to photograph Bill Parker's small GWR prairie than he was! (Dyspozytor is infamous for his unlikely chat up lines.) When he gets back from Wolsztyn we will no doubt get the usual grumbly post, till then it seems this year's Wolsztyn Steam Show was a great hit.

Year by year the crowds get bigger, soon there will be no room for more.

W dniach 2-4 maja br. spółka PKP CARGO zaprasza do Wolsztyna (wielkopolskie) na doroczne Parowozowe Show. Główną atrakcją imprezy będzie w dniu 3 maja jubileuszowa XV Parada Parowozów z udziałem rekordowej liczby 21 maszyn z Polski (z Wolsztyna, Chabówki i Jaworzyny Śląskiej), Niemiec, Czech, Węgier i Wielkiej Brytanii.

Zaprezentują się m.in. Pm36 "Piękna Helena" z Wolsztyna, opalany mazutem najszybszy parowóz świata serii 18 201 z Niemiec oraz "delikatny anglik" GWR 5521. Pokazom parowozów i przejazdom pociągów retro będzie towarzyszylo wiele interesujących pokazów i występów artystycznych.
Do zobaczenia w Wolsztynie!

:arrow: Program Parowozowego Show
2 - 4 maja 2008 r.

DZIEŃ I (piątek)

11:00 - Budowa Słodkiego Parowozu na wolsztyńskim placu przy centrum Zielona Prowansja (ul. Wodna). Prace nad Słodkim Parowozem skomentują członkowie kabaretowej Formacji Chatelet. Więcej informacji w tekście Jacka Łuczaka: Ciuchcią się naje nawet tysiąc łasuchów.

Rozpoczęcie imprezy o godz. 16:00

• Przejazd drezynami
• Wystawa „Wieże wodne o zmierzchu"
• Pokazy obrządzania parowozów
• Prezentacja Zbiorów Sprzętu Ratownictwa technicznego

(atrakcje trwają cały dzień)

21:00-22:30 - Widowisko „Światło Dźwięk i Para"

DZIEŃ II (sobota)

Rozpoczęcie imprezy o godz. 10:30

Przejazdy pociągami retro (patrz niżej)

11:00 - Pokaz sprawnościowy SOK
11:20 - Pokaz sprawnościowy żużlowca UNII TARNÓW
11:30 - Licytacja na rzecz Fundacji Era Parowozów
12:00 - Występ zespołu VIDEO

13:00-15:00 - XV PARADA PAROWOZÓW

z udziałem lokomotyw trakcji parowej:

• GWR 5521 [Wlk. Brytania],
• 464 202, 433 002, 423 041 [Czechy],
• 109.109 [Węgry],
• 03 1010, 52 8177, 03 2204, 18 201 [Niemcy],
• Ty2-911, Tr12-25 [Skansen Chabówka],
• Tkt48 -18 [PR Wrocław],
• Pm36-2, Pt47-112, Ol49-7, Ol49-69, Ol49-23, Tr5-65, Ok22-31, Ok1-359 [Zakład Taboru PKP CARGO S.A. w Poznaniu]

16:00 - 17:30 - Występ zespołu TEXWAY
18:00 - Zakończenie imprezy

DZIEŃ III (niedziela)

Rozpoczęcie imprezy: 09:45

Przejazdy pociągami retro (patrz niżej)

11:00 - Międzynarodowe Zawody Maszynistów
12:30 - Licytacja pamiątek kolejowych
ok. 15:00 - zakończenie imprezy

*

:arrow: Rozkład jazdy pociągów retro (3-4 maja)

3 maja 2008

9.50 - odjazd poc. relacji Wolsztyn - Nowawieś Mochy, parowóz Ty2-911 [skład wag. Retro CM Pń przejazd ogólnodostępny]. Przewoźnik - PKP CARGO S.A.

10.45 - przyjazd poc. relacji Nowawieś Mochy - Wolsztyn, prowadzonego lokomotywą trakcji parowej Ty2-911 [skład wag. Retro CM Pń - przejazd ogólnodostępny]. Przewoźnik - PKP CARGO S.A.

11.03 - przyjazd poc. relacji Berlin - Wolsztyn, prowadzonego lokomotywami w trakcji podwójnej lok. 03 1010 oraz 52 81 77 + 13 wagonów [lok. i wagony organizatora - Traditionszug Berlin - przejazd dla zamkniętej grupy turystycznej]. Przewoźnik - PKP CARGO S.A.

11.45 - przyjazd poc. relacji Dresden - Cottbus - Wolsztyn, prowadzonego lokomotywą parową 03 2204 [wł. LDC Cottbus + 7 wagonów salonowych RIC - towarzystwa Muzeum Darmstadt - Kranichstein - przejazd dla zamkniętej grupy turystycznej]. Przewoźnik - PKP CARGO S.A.

12.12 - przyjazd poc. relacji Cottbus - Wolsztyn, prowadzonego lokomotywą trakcji parowej 18 201 [parowóz wł. Towarzystwa Dampfplus GmbH + 11 wagonów własności LDC Cottbus - przejazd dla zamkniętej grupy turystycznej]. Przewoźnik - PKP CARGO S.A.

11.51 - przyjazd poc. nr 67501 relacji Wrocław - Wolsztyn prowadzonego lokomotywami trakcji parowej Tkt48-18 i GWR 5521+9 wagonów [lokomotywy i wagony - Dolnośląski Zakład Przewozów Regionalnych - pociąg ogólnodostępny]. Przewoźnik - PKP Przewozy Regionalne Sp. z o.o.

12.17 - przyjazd poc. rozkładowy nr 77503 relacji Poznań - Leszno - Wolsztyn, prowadzonego lokomotywą trakcji parowej Pt47-112 + 9 wagonów [wagony Wielkopolski Zakład Przewozów Regionalnych - przejazd ogólnodostępny]. Przewoźnik - PKP Przewozy Regionalne Sp. z o.o.

15.25 - odjazd lokomotyw trakcji parowej 18 201, 03 2204, 03 1010 do Leszna [na obrotnicę] - Leszno przyj. 16.18.

16.05 - odjazd poc. relacji Wolsztyn - Stefanowo - Wolsztyn, prowadzonego lokomotywą trakcji parowej Tr12-25 [skład wag. Retro Wrocław i CM Pń - przejazd ogólnodostępny]. Przewoźnik - PKP CARGO S.A.

17.05 - przyjazd poc. relacji Wolsztyn - Stefanowo - Wolsztyn, prowadzonego lokomotywą trakcji parowej Tr12-25.

17.45 - przyjazd lokomotyw trakcji parowej 18 201, 03 1010, 03 22204 z Leszna [z obrócenia] - Leszno odj. 16.52

18.00 - odjazd poc. nr 76500 Hefajstos do Wrocławia z parowozami Tkt48-18 i GWR5521+ skład PR Wrocław. Przewoźnik - PKP Przewozy Regionalne Sp. z o.o.

17.50 - odjazd poc. nr 77501 relacji Wolsztyn - Poznań, prowadzonego lokomotywą trakcji parowej Ol49 [wagony Wielkopolski Zakład Przewozów Regionalnych - przejazd ogólnodostępny]. Przewoźnik - PKP Przewozy Regionalne Sp. z o.o.

18.18 - odjazd poc. relacji Wolsztyn - Cottbus - Dresden, prowadzonego lokomotywą trakcji parowej 18 201 + 7 wag. [lok. tow. Dampfplus GmbH + 7 wagonów RIC]. Przewoźnik - PKP CARGO S.A.

18.48 - odjazd poc. relacji Wolsztyn - Cottbus, prowadzonego lokomotywą trakcji parowej 03 2204 [lok. i 11 wagonów LDC - przejazd dla zamkniętej grupy turystycznej]. Przewoźnik - PKP CARGO S.A.

19.00 - odjazd poc. relacji Wolsztyn - Berlin, prowadzonego lokomotywami parowymi serii 03 1010 i 52 81 77 + 13 wagonów [lok. i wagony organizatora - Traditionszug Berlin - przejazd dla zamkniętej grupy turystycznej]. Przewoźnik - PKP CARGO S.A.

*

4 maja 2008

9.30 - odjazd poc. retro relacji Wolsztyn - Rakoniewice - Wolsztyn prowadzonego lokomotywą trakcji parowej Tr5-65 [skład wag. Retro CM Pń - przejazd ogólnodostępny]. Przewoźnik - PKP CARGO S.A. (przyjazd ok. 10.57)

13.35 - odjazd poc. retro relacji Wolsztyn - Nowawieś Mochy - Wolsztyn prowadzonego lokomotywą trakcji parowej Ok1-359 [skład wag. Retro CM Pń. - przejazd ogólnodostępny]. Przewoźnik - PKP CARGO S.A. (przyjazd ok. 14.30)

Źródło: PKP Cargo

Zapraszamy także na: Program imprezy na stronie Wojtka Lisa 
(uwzględnia on również pociąg VIP Cargo, którego nie ma w powyższym rozkładzie + parę innych informacji; program Wojtka jest na bieżąco aktualizowany)

Wolsztyn Parade of Steam Locomotives 2007

Wondering whether it would be worthwhile to visit next weekend's Wolsztyn Steam Gala? Here's a flavour of last year's event courtesy of Steam Railway magazine.

... we couldn’t believe our eyes at Wolsztyn. When it comes to organised chaos Wolsztyn makes Llangollen look like a village fete. Trevor Jones of the Wolsztyn Experience arranged the trip to the Polish steam shed’s 100th birthday and I was glad to see so many STEAM RAILWAY readers on it. Like me, they didn’t know what was about to hit them.

From the moment we landed at a former Russian airbase we knew this would be an unusual day. When Bill Parker’s Prairie No. 5521, waiting to take us from the airbases’ nearest railhead at Babymost to Wolstyn, was passed by the fastest preserved, main line legal, steam locomotive in the world, German ‘Pacific’ 18.201 – ‘unusual’ became stupendously surreal.

Again, the day’s celebrations were unique and spectacular. Every time Bill’s Prairie made its spirited runpasts in front of the (estimated) 10,000 strong crowds, I felt an overwhelming surge of pride. Not just patriotic (although the Prairie was by far the most delightful engine on show), but pride because, as an enthusiast, I am a tiny part of all this. If Bill and Trevor didn’t think anyone would be bothered, they wouldn’t have gone to such extraordinary lengths to make it happen...

(read complete article)

UNOFFICIAL PROGRAMME

Friday, May 2

• 10:00 - 12:00 Arrival of locomotives from Chabowka and the Czech Republic
• 16:00 - 17:00 Arrival of locomotives from Hungary
• 21:30 - 23:00 "Son, vapor et lumiere" - locomotive display on turntable

Saturday, May 3

On this day many steam-hauled trains will arrive and depart at Wolsztyn and the steam parade takes place in the afternoon. There will be a record number of engines in steam. The following Wolsztyn engines will be taking part: Ok1-359, Ok22-31, Tr5-65, Pm36-2, Pt47-112, Ol49-7, Ol49-23, Ol49-69,

The following guest engines will take part:

• Ty2-911, Tr12-25 (Chabowka)
• TKt48-18 (PK-Passenger Regional, Wroclaw)
• GWR "Small Prarie" 5521 (Great Britain)
• 464.202, 433 002, 423 041 (Czech Republic)
• 109.109 (Hungary)
• 18 201, 03 1010, 52 8177, 03 2204 (Germany).