The paper aims to propose a method of reconfiguring the train timetable, taking into account minimising the globally consumed energy for traction purposes. This is a very important issue in the context of rising electricity prices, alarming climate changes and the “Fit for 55” policy introduced in Europe. Each unit of energy saved contributes to improving the state of the planet and reducing the negative human impact on it. In this paper, the authors propose a model that, when applied, will reconfigure the timetable in terms of energy intensity and, as a result, reduce the impact of railways on the burden on the environment. It is proposed to introduce an interdependence between trajectories of electrical train movement. This interdependence is to take place so that it is possible to efficiently transfer the energy recovered during the braking of one train to another train, moving on the same section of the railway line and at the same time (i.e., without using energy storage devices). The paper provides a physical background to the considerations—discussing the movement of electric trains in the context of their energy intensity and the possibility of energy recovery; presenting the possibility of interconnecting trains in such a way that the energy from a train that is being braked can be efficiently used by a train that is being accelerated; presenting a method for making the linkages between trains (in the form of an original algorithm resulting from the application of the Delphi method) and implementing them in the timetable. The timetable for the application of the method is real and was obtained from the railway operator in Poland, as a mathematical–physical model describing the trajectory and energy consumption of the original, after which the proposed timetable was verified by running simulations and comparing the energy consumption of the original and the proposed timetable. It turned out that it is possible to achieve a global total energy demand reduction of up to 398 MWh/year. This proves the validity of using the proposed algorithm at the timetabling stage and extending its implementation to the entire network. Furthermore the authors also recognise the tendency of the algorithm to return repeatable solutions, which has the side effect of creating a cyclic timetable. Its implementation in Poland has proved impossible for many years. The application of the proposed method could change this unfavourable situation.

This article deals with the new challenges facing modernising railways in Poland. We look at the problem of the efficiency of the power supply system (3 kV DC) used in the context of the increasing use of electric vehicles, which have a higher demand for electricity than the old type. We present and characterise the power supply system in use, pointing out its weaknesses. We consider a case study. The load of the power supply network generated by the rolling stock used in Poland was examined using a microsimulation. A real train timetable was taken into account on a fragment of one of the most important railway line sections in one of the urban agglomerations. Then the results were compared with the results of a microsimulation in which old units were replaced by new trains. These tests were carried out in several variants. We found critical points in the scheduling of railway system use. Our results indicate that it is becoming increasingly necessary to take into account the permissible load capacity of the supply network in certain traffic situations in the process of timetable construction.

The main aim of this study was to develop a method for assessing the level of robustness of timetabled transport performance in rail transport. When the railway lines are supplied by DC networks, lower voltages are observed, and consequently, current values are often ten times higher than in AC networks. This is an operational problem, as high currents make it easier to overload the supply network. Based on a literature review, the authors show that the problem of running railway traffic when the capacity of the power supply network is limited (by the size of the permitted currents) is not well studied. The authors propose a method based on the Markov approach supplemented by classical theoretical vehicle traffic dynamics to improve the operational robustness of the rail transport system using DC power supply system. Each train run was parameterised in such a way that it is possible to determine the state that the train is in during the run, the transitions between states, and the determination of the probabilities of occurrence of such states. On the other hand, classical vehicle dynamics was used to assess the load generated by the train on the power grid. The proposed method—reduced to a function—was verified using a case study. The method of timetable reconfiguration proposed by the authors increased the operational robustness from 0.9454 to 0.9774.

The research carried out by the "Logistics” Students' Scientific Circle functioning at the Faculty of Mechanical Engineering of the Wrocław University of Technology shows that every day, between the communes which cross railway lines 308 and 340, 1911 persons move in circular migrations solely due to occupational activity. Some of them could travel by rail. Eliminating 500 cars a day (i.e. 250 outwards and return travels on the route Kowary/Karpacz–Jelenia Góra) would reduce annual carbon dioxide emissions by approximately 460 tonnes. Further reductions in CO2 emissions in transport can be achieved thanks to the use of railways by tourists, of which - in the area of the communes of Karpacz, Kowary and Mysłakowice, i.e. an area of outstanding recreational valors - there was over 300,000 in 2016 [3]. Rational train running interval was determined and a timetable proposed, taking into account routes leading beyond Jelenia Góra. The paper justifies the need for the introduction of complementary communication provided by electrobuses. The concept of reactivating traffic in this area should be complemented by the construction of a Park&Ride car park. The possibility of further development of the transport system in the area in question was also proposed.