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1

Travelling by Train between Czechoslovakia and Germany after the Munich Agreement

100%

Martin L.

Littera Scripta

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2016

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issue 3

24-31

EN

The following study attempts to analyse an almost unknown aspect of Czechoslovakian-German relations during the so called “Second Republic” (October 1938 – March 1939), namely the railway traffic between the two countries. It is necessary to realize that railway traffic was the most common means of transport for both people and goods at this time and that it was in both countries‘ interests to keep it functioning. This paper focuses on the situations and problems that everyday passengers faced. Their experiences were the main factor on which public opinion of the railways was based. The contributory role of freight transport is also analysed in short because of its importance to the functioning of the economy. An important question, which this study attempts to answer as well, is the nature of relations between Czechoslovakian railway employees and their German counterparts. Did these relations copy those in “high politics” at the time? Or, could the professionals on both sides of the new borders cooperate to keep the traffic flowing? With the use of several examples, descriptions are given of experiences with colleagues on the other side of the border that were often positive and whereby both sides understood that it was necessary to keep the traffic flowing. Unfortunately, these efforts were on occasion disrupted by the decisions of political or military leaders.

2

The Ability to Restore Railway Traffic on the Route of Jelenia Góra–Karpacz/Kowary

75%

Haładyn S.

Logistics and Transport

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2020

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vol. 45-46

83-94

EN

This article discusses the reason for the suspension of railway traffic on the Jelenia Góra - Karpacz route. The possibility of reactivating the transport on this route was indicated. Based on the equation of the train movement, calculations of the theoretical travel were carried out, as a result of which the technical and total travel time were determined. A rational interval of train runs was determined and a timetable was proposed, taking into account relations going beyond Jelenia Góra. The article justifies the need to introduce supplementary connection operated by electric buses. The concept of reactivating traffic in this area should be supplemented with the construction of a P + R car park. The possibility of further development of the transport system in the discussed area was also proposed.

3

Zróżnicowanie poziomu dofinansowania przez samorządy wojewódzkie kolejowych regionalnych przewozów pasażerskich

71%

Górny J.

Rozwój Regionalny i Polityka Regionalna

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2013

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issue 22

15-28

EN

Due to the changes in law, voivodeship governments in Poland has been fully responsible for the organisation and funding of the regional railway passenger traffic since 2004. Their expenses for the subsidy to a deficient passenger transport, as well as purchase of trains is very diversified. They depend mostly on the budget of the voivodeship and on the importance of this kind of transport in the region, which is highly dependent on the diverse density of railway network in Poland. Each government has its own perception of the present and future role of the regional railway transport, which can be seen in the structure of expenses. Although many of them invest substantial amount of money in the development of the railway transport and modernisation of the rolling stock, some draw up their budgets in such a way that it is merely possible to maintain vehicle kilometers on the current level. Moreover, there are various methods of organisation of this type of transport in the voivodeship area, which has an impact on the costs. The amount of money spent on the regional railway passenger transport per capita is diversified across the regions and very often it is a sign of voivodeship’s wealth. The structure of the spending is also diversified – apart from the expenses on the maintenance of the railway connections, there are expenses on the investments, infrastructure and rolling stock. To a circle of the undisputed leaders in organisation of modern and reliable regional railway transport we can rank, considering a variety of criteria, voivodeships: dolnośląskie, kujawsko-pomorskie, mazowieckie, pomorskie, śląskie, wielkopolskie and zachodniopomorskie.

PL

W związku ze zmianami prawa od 2004 r. samorządy wojewódzkie w Polsce są w pełni odpowiedzialne za organizację i finansowanie kolejowego pasażerskiego transportu regionalnego. Ich wydatki, zarówno na dotowanie deficytowych przewozów osób, jak i zakup kolejowych pojazdów szynowych, są bardzo zróżnicowane. Zależą one przede wszystkim od wielkości budżetu województwa, a także od znaczenia tego rodzaju transportu w danym regionie, na które w dużej mierze wpływa zróżnicowanie gęstości sieci kolejowej w Polsce. Poszczególne samorządy nieco inaczej postrzegają obecną i przyszłą rolę regionalnego transportu kolejowego, co uwidacznia się w strukturze wydatków. Wiele z nich inwestuje znaczne środki w jego rozwój oraz modernizację taboru. Niektóre natomiast w taki sposób konstruują budżety, że możliwe jest co najwyżej utrzymanie aktualnej wielkości pracy przewozowej. Ponadto różne są sposoby organizacji tego rodzaju transportu na obszarze województwa, co także wpływa na koszty. Wielkość środków wydatkowanych na regionalny kolejowy transport pasażerski w przeliczeniu na mieszkańca wykazuje duże zróżnicowanie regionalne i najczęściej odzwierciedla poziom zamożności województw. Zróżnicowana jest jednak również struktura wydatkowanych środków – oprócz wydatków na samo utrzymanie połączeń kolejowych pojawiają się wydatki inwestycyjne, w zakresie infrastruktury oraz taboru. Do liderów w organizacji nowoczesnego i niezawodnego regionalnego transportu kolejowego można, biorąc pod uwagę różnorodne kryteria, zaliczyć województwa: dolnośląskie, kujawsko-pomorskie, mazowieckie, pomorskie, śląskie, wielkopolskie i zachodniopomorskie.

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Travelling by Train between Czechoslovakia and Germany after the Munich Agreement

The Ability to Restore Railway Traffic on the Route of Jelenia Góra–Karpacz/Kowary

Zróżnicowanie poziomu dofinansowania przez samorządy wojewódzkie kolejowych regionalnych przewozów pasażerskich