Kraków 2022-03-11
PKP Kraków Podgórze.
PKP Connecting Line No. 624 Kraków Zabłocie – Kraków Bonarka.
Photo description: Overpasses above the intersection of Wielicka, Bolesława Limanowskiego, Powstańców Wielkopolskich and Aleja Powstańców Ślaskich streets.
The construction of a railway link has been talked about for decades. Its necessity was noticed not only by railway workers, but also by passengers traveling to Zakopane. The train from Kraków Główny to Zakopane had to change direction three times. The first time at Kraków Płaszów station. The second time in Sucha Beskidzka. And the third time in Chabówka. The locomotive driving around the wagon train significantly increases the travel time. Therefore, the construction of a link would have a positive impact on train traffic. Already during the German occupation, there were plans to build such a link. But they were not implemented. Every few years, the project returned, with minor changes, but always due to lack of funds, it was not implemented. Specifically, it concerns a railway link between railway line No. 91 (in 1945 No. 124, in 1988 No. 121) and line No. 94 (in 1945 No. 140, in 1988 No. 135). This link was to be located in the area of the Kraków Podgórze railway station. There was even a project for a more extensive link, the idea of which was to maintain a train speed of up to 100 km/h. A train traveling from Kraków Główny station, on line No. 91, after passing the Vistula River, would turn left, to the east, and then in a large arc turn right to the south-west and join route No. 94. This concept would be implemented either on an embankment with viaducts over roads and railways, or on a viaduct. Of course, the cost of such an investment would be much higher.
The opportunity to build the link appeared in 2015. The project that was easiest to build and least burdensome for the residents of Krakow was chosen. The important intersection of the streets of Wielicka, Bolesława Limanowskiego, Powstańców Wielkopolskich and Aleja Powstańców Ślaskich in Krakow has never been completely blocked to traffic.
The link became the No. 624 Kraków Zabłocie – Kraków Bonarka railway line, 3.161 km long, double-track, electrified (3 kV), with a maximum train speed of 60 km/h.
The agreement for the construction of the link was signed on September 16, 2015, and on December 10, 2017, regular train traffic began on it. The value of the link is PLN 258 million, and all additional tasks total PLN 348 million. EU funding amounts to PLN 187 million.
The connecting line starts at the Kraków Zabłocie passenger stop, on the right bank of the Vistula, on line No. 91 Kraków Główny – Medyka. One track goes left, and the other (return) right. Both tracks enter individual viaducts. The viaducts pass over Jana Dekerta Street and head southwest in an arc. The viaducts centrally pass over the intersection of Wielicka, Bolesława Limanowskiego, Powstańców Wielkopolskich and Aleja Powstańców Ślaskich Streets. Platform 1 of Kraków Podgórze station begins after the intersection. Then, without railway switches, the route runs to Kraków Bonarka station and here they connect with route No. 94. The investment, together with the complete reconstruction of Kraków Płaszów railway station, was carried out by a consortium of Budimex and Ferrovial Agroman companies. The railway works were carried out by KZN Rail. The Kraków Zabłocie station, which was previously modernised in 2014, was also expanded.
In September 2015, the Kraków Zabłocie passenger stop was closed, after which one platform edge was reopened for SKM agglomeration trains. The Kraków Krzemionki (Podgórze) stop was closed for passenger traffic in March 2016.
Let us remember that at that time, the railway line from Kraków Zabłocie station to Kraków Główny station was being renovated. Only one track was in operation. A new bridge over the Vistula River and a viaduct in the area of Grzegórzecka Street were being built. For this reason, many long-distance trains ran from/to Kraków Główny, from the eastern direction, by detour through Batowice and Nowa Huta stations.
In a few months, all reinforced concrete supports (pillars) for the new viaducts were built. 30 pillars were built. The highest pillar is 14.5 m high. The distances between the pillars range from 31 to 81 m. Since June 2016, the assembly of steel viaduct spans, of which there are 28 elements, has begun. The spans have a steel, plate girder structure, where the main forces are transferred on the side structures. Thanks to this and thanks to the installation of sound barriers, a passing train does not have a negative impact on the increase in noise levels. Passing cars make much more noise. The railway viaduct in Kraków is the largest such facility in Poland, with a total length of 1,153 m. It consists of two viaducts, supported by 30 pillars. The eastern viaduct is 612 m long, and the western viaduct is 541 m long. As part of the investment, 9,000 m of tracks and 6 railway switches were also rebuilt. Each pillar is nearly 400 tons of concrete, and the longest span weighs 200 tons. The construction of the link used 7,000 tons of structural steel, over 3,000 tons of reinforcing steel, and 25,500 tons of concrete.
Track No. 1, western has a curve radius of 258 m, and track No. 2, eastern has a curve radius of 275 m. The rails were laid on metal “Y” type sleepers. The first reason for using these sleepers was the small radius of the curves. The second; “Y” type sleepers are much quieter when a train passes over them.
In December 2016, the structures of the viaducts were ready. In August 2017, the tracks were ready. Also in August 2017, the Kraków Podgórze station was ready. On December 7, 2017, the connecting line was officially opened. On December 9, 2017, together with the new timetable, the first scheduled train, TLK “Uznam” to Zakopane, passed through the connecting line.
The positive effect of the connecting line construction appeared very quickly. Trains on the Kraków Główny – Skawina route have shortened their travel time from 40-45 minutes to 25-30 minutes.
In March 2018, due to other railway works, traffic on the No. 624 link was limited to track No. 2 (eastern). The maximum speed of a train on the viaduct is 60 km/h. This is also a reason to reduce the inconvenience to passing trains.
In 2018, the link received the title of “Bridge Work of the Year 2017” awarded by the Polish Bridge Engineers’ Association. Despite this, there are many malcontents who do not like the viaduct, and especially its colors. We do not share these opinions. This distinct blue color is intended to warn birds against falling into an obstacle.
Photo description: The centrally visible eastern viaduct.
Photo description: Dekerta Street. Behind the viaduct, Kącik Street. In the foreground, the eastern viaduct. On the viaduct, line No. 91 and the western viaduct.
Current status. 2022.
Currently (2022), construction of a new railway bridge over the Vistula River is underway. Practically three parallel modern bridges are being built. The goal is to accommodate four new railway tracks on the cross-city line. Until now, there were only two tracks. The bridge on the eastern side is ready and will be put into operation in 2020. There is one track on it. After the construction of the first bridge, the demolition of the old double-track bridge, which was founded on five supports, three of which had foundations in the riverbed, began. The new, middle bridge is well advanced in construction and, like the third, western bridge, is to be ready by December 2022. This bridge is to have two tracks. The third bridge is to have one track and a pedestrian and bicycle walkway.
Currently (2022), the Kraków Zabłocie railway station is being expanded. Only one track is operational. The station will still have two platforms for agglomeration trains. Two additional tracks will be intended for long-distance trains, which will not stop here. The length of the platforms is 200 m. The station is located on a widened embankment. The station was already adapted to serve the disabled and this will be maintained.
In the past, the Zabłocie passenger stop had only two single-edge platforms, without benches or roofs, and usually concrete stairs to get down from the platform and the embankment. The stop was mainly used by employees of workplaces located in Zabłocie. There was a pedestrian tunnel in the embankment that connected Kącik Street with Lipowa Street.
Behind Zabłocie station there is a railway switch system to direct trains either to Kraków Płaszów station or to the viaduct to Kraków Bonarka station via Kraków Podgórze. Currently (2022) only the eastern viaduct is operational.
Kraków Podgórze station is 100% complete. Passenger traffic is low due to other railway works. The Kraków Podgórze – Kraków Bonarka track section is completely renovated.
Opracował Karol Placha Hetman