History

Railway Guard

On November 18, 1918, at the request of the Warsaw Railway Directorate, the Ministry of Railways established its progenitor – the Railway Guard. It was headed by Emil Rauer.

On February 3, 1919, Julian Eberhard, head of the then Ministry of Communications, approved the Temporary Instructions for the Railway Guard. It was the first document on the basis of which the creation of a new specialized formation began, whose task was:

1. 1. securing all assets of the Ministry of Communication within the railway expropriation
   2. protection of applicable laws and regulations and orders of the Ministry of Communication, protection of property within railway lines
   3. maintaining public safety, law and order of all railways, protection of travelers and property.

The formation was organized on a military model. It was headed by the Guard Commander, and its organizational structure included units and subordinate inspectorates, corresponding in number to railway structures. The headquarters of the Railway Guard command was the city of Warsaw. The Railway Guard, being the only executive body in the railway area, also took over the protection of transports and military facilities.

Military Railway Guard

Due to the increased scope of duties, the Railway Guard could no longer function as a civilian organization on a military basis. So it had to become a military organization. Despite many objections, on April 28, 1919, the Ministry of Military Affairs issued a decree accepting the Railway Guard under its orders for the duration of the war. In May this year, the name was also changed to Military Railway Guard. Her tasks also changed and in the current situation they were as follows:

1. guard service at bridges, tunnels, viaducts, telegraph and telephone exchanges
2. protection of signaling devices,
3. protection of pressure towers, fuel tanks and food points for passing soldiers (military food stations),
4. patrolling railway lines,
5. protection of transport and military assets.

Even though the guard had the adjective military in its name, it supervised the enforcement of railway regulations, the proper functioning of the railway and the protection of railway property. These tasks resulted from the Temporary Instruction issued by the Ministry of Railways. A few days before the Sejm adopted the government project regarding the incorporation of the Railway Guard into the State Police, i.e. in July 1919, the daily press of the capital devoted many articles opposing this problem such a solution. Opponents of the liquidation of the WSK argued that this decision would reduce the efficiency and results of the work of the Police, which ensures law and order and public safety of railway routes and stations running through many police organizational units: voivodeships, districts, poviats, cities and communes. Opponents argued that equating the Military Railway Guard with the Police or putting the railway under the management of district heads according to the area through which the railway runs would be contrary to the interests of the railway.

Critical articles and justifications did not bring any positive results. The Sejm accepted the government’s project and passed a resolution ordering the incorporation of WSK into the Police. The Ministry of Railways was also opposed and believed that if one wanted to have an institution for one’s own use, it should not be deprived of its connection with the railway. Pursuant to the Regulation of the Ministry of Internal Affairs of January 19, 1920, the Military Railway Guard was dissolved as of February 1, 1920.

All tasks related to maintaining law and order were taken over by the State Police, which also took over some of the staff prepared and trained to operate on the railway. Time verified the decision. As it soon turned out, this ill-considered decision resulted in a sharp increase in crime on the Railway. The police were unable to control such a large area. Theft of railway parcels and traffic control devices, placing obstacles on the tracks, and attacks on passengers on trains and at stations have become everyday occurrences. This situation lasted for 14 years.

Critical articles and justifications did not bring any positive results. The Sejm accepted the government’s bill and adopted a resolution ordering the incorporation of WSK into the Police. The Ministry of Railways was also opposed and believed that if one wanted to have an institution for one’s own use, it should not be deprived of its connection with the railway. Pursuant to the Regulation of the Ministry of Internal Affairs of January 19, 1920, the Military Railway Guard was dissolved as of February 1, 1920.

All tasks related to maintaining law and order were taken over by the State Police, which also took over some of the staff prepared and trained to operate on the railway. Time verified the decision. As it soon turned out, this ill-considered decision resulted in a sharp increase in crime on the Railway. The police were unable to control such a large area. Theft of railway parcels and traffic control devices, placing obstacles on the tracks, and attacks on passengers on trains and at stations have become everyday occurrences. This situation lasted for 14 years.

Railway Protection Guard

It was only in 1935, based on the Act of March 15, 1934 on the Protection of Order on Public Utility Railways, that railway protection began to be organized. Pursuant to this Act and the Regulation of the Minister of Communication of November 24, 1934, issued on its basis, in consultation with the Minister of the Interior on Maintaining Order on Public Use Railways, railway protection bodies are established, and the Railway Protection Guard is established as an official body. They receive extensive powers, namely: the right to impose fines by way of summary criminal orders, the right to identify and detain and bring to the State Police those guilty of violating order regulations on the railways, carrying and using firearms. The adoption of these new legal acts contributed to the gradual improvement of order and safety on the railways. On July 25, 1939, the Order of the Minister of Communication of July 11, 1939 on the Organization of the State Railway Protection Guard and on amending the provisions on the division of activities in the District Directorates of the State Railways and the organizational statute of the State Railways was published.

Due to the outbreak of World War II, this ordinance did not come into force, and only in 1945 was it the basis for organizing the Railway Guard. On July 22, 1944, the Polish Committee of National Liberation established the Ministry of Post and Telegraph Communication. It also included state railways. On July 24, 1944, the District Railway Directorate in Lublin was established, which was subordinated to two subdirectorates: in Białystok and Rzeszów. The Railway Guard Headquarters, as one of three departments, was part of the Military Office in DOKP in Lublin. On November 4, 1944, the then authorities issued a decree on the militarization of the railways, published in the Journal of Laws. On its basis, the Commander-in-Chief of the Polish Army issued order No. 142 of December 18, 1944 on the introduction of military disciplinary regulations on railways, and military prosecutor’s offices were established in the emerging District Directorates of State Railways. Militarization continued continuously until July 1949 and was abolished by a notice published in the Journal of Laws.

As mentioned earlier, just before the outbreak of World War II, the Minister of Communication issued the Order on the Organization of the Railway Protection Guard. Based on the regulations contained in this order, pre-war employees of railway protection authorities took over the management and supervision of railway property in the liberated territory of the country.

In the first months of 1945, SOK District Headquarters were organized in:

1. Katowice – January 1945
2. Bydgoszcz and Poznań – February 1945
3. Kraków – March 1945
4. Kluczbork and Szczecin – March and April 1945
5. Sucha Beskidzka – April 1945
6. Wrocław – May 1945

The basic tasks of railway security authorities in the post-war period were:

1. protection of military and supply transports,
2. taking over and protecting railway property and railway workers themselves,
3. fighting the criminal element.

On January 1, 1946, the Order of July 11, 1939 was amended in the part relating to the top management of the Railway Protection Service in the Ministry of Communication.

The Railway Protection Department was divided into departments:

1. general personnel and disciplinary,
2. investigative,
3. socio-educational.

In September 1946, the service was partially reorganized with the aim of consolidating and strengthening it. A Main Headquarters was established, headed by a Polish Army officer, Colonel Ignacy Reeb, codename „Norbut”. Field units were also reorganized.

The operation of the railway in the post-war period was very difficult for various reasons. Due to the political and economic conditions, the situation in south-eastern Poland was the worst. Widespread sabotage, theft and destruction of railway property did not contribute to the proper functioning of the railway in these areas. Pursuant to the order of the Supreme Commander of the Polish Army at the end of 1946, the Railway Protection Service took over the complete protection of railway lines in the most endangered areas. Forces and resources were regrouped, and then a special branch of the Railway Protection Service was created in Zagórze on the premises of the railway directorate in Kraków.

This unit included four armored trains operating in the most sensitive places:

1. armored train no. 1, on the Munina – Rawa Ruska line,
2. armored train no. 2, at the beginning of its operation it was stationed in Zagórze, then operated on the Zagórz – Komancza line,
3. armored train no. 3, initially operated on the Zagórz – Olszanica line and then in Lublin,
4. armored train no. 4, operated on the Zagórz – Sanok – Krosno line.

Together with soldiers of the Polish Army, SOK officers fought not only to secure railway areas and facilities, but also for the state borders.

The Railway Protection Service underwent constant organizational changes in the post-war years. Therefore, on the basis of the Order of the Minister of Communication of 1948, Railway Protection Service Departments were established in the District Directorates of State Railways, headed by department heads. At that time, over 40,000 employees were employed in the Railway Protection Service, but as the socio-political situation in the country normalized, the number of employees systematically decreased.

Further changes in the scope of tasks of the Railway Protection Service were brought by the Order of the Minister of Communication of July 28, 1950 amending the regulation on the organization of the Railway Protection Service. On its basis, the scope of tasks of the Railway Protection Service included PKP fire protection and training of fire protection staff, as well as participation in the selection of professional staff of PKP fire brigades. There is a four-year period of operation of the Railway Protection Service in this form, which is closed by Order of the Minister of Railways No. 173 of June 18, 1955 on the organization and scope of operation of railway guard bodies and factory guards in the Ministry of Railways. This order was issued on the basis of Resolution No. 178/55 of the Government Presidium of March 5, 1955 on the establishment of the Citizens’ Militia within the Citizens’ Militia – Railway and the reorganization of the Railway Protection Service. The scope of activity of the Railway Protection Service excluded issues of railway fire protection, while the protection of railway property and property entrusted to the railway was from then on performed by the Railway Guard, abbreviated as SK.

Railway Protection Service

The basis for re-establishing the Railway Protection Service was created by the Act of December 2, 1960 on railways. The newly established service was seriously affected by the departure from its ranks in 1955 of a large number of experienced and dedicated employees. However, the breakthrough period for SOK was 1981-1982. The socio-economic situation of the country during this period had a significant impact on the reduction of social discipline, also in the railway community. This was reflected in a significant increase in criminal incidents. Theft of railway property and property entrusted to the railway for transport, devastation of railway traffic control devices, violation of work discipline and law and order have become common. The situation in terms of discipline of entities using railway services was very unfavorable.

Insufficient degree of security for loads ordered to transit, the use of inappropriate loading equipment, as well as the devastation of rolling stock were a serious threat to the implementation of the basic tasks of the railway. There were numerous cases of traveling without tickets, destruction of carriages, and disturbances of order, especially on international trains. All these phenomena significantly threatened the safety of people using PKP services. Additionally, the situation was aggravated by material and staff shortages of the PKP company. This also applied to the Railway Protection Service. In this complex reality, on the basis of Order No. 37 of the Ministry of Communication of May 5, 1981 on the organization and scope of operation of the Railway Protection Service, the SOK was reorganized.

The organizational chart was as follows:

1. The SOK Headquarters reports to the Minister of Communication.
2. SOK District Headquarters in the regional directorates of state railways subordinate to the general directors of state railway districts.
3. SOK District Headquarters in regional directorates of state railways, subordinate to the directors of state railway regions, and SOK guardhouses subordinate to district commands.
4. In-house SOK branches in railway technical support enterprises reporting to the directors of these enterprises.
5. Dog Breeding and Breeding Center in Zbąszyń subordinated to the District Headquarters of the Western District Directorate of State Railways.

Due to the ongoing destabilization of the country’s economy, there was awareness of the need to create a rapid response formation within the Railway Protection Service. Such branches were established on the basis of Order No. 70 of the Ministry of Culture of August 4, 1982 on the introduction of changes to Order No. 37 of May 5, 1981. They were called operational units of the Railway Protection Service and consisted of 50 to 60 officers in each unit. Operational units whose tasks included, among others, carrying out protective, orderly and preventive actions on railway premises, patrolling particularly endangered routes, sections of lines and railway stations, and convoying freight trains requiring special supervision, operated until 1992. Thanks to them, SOK recorded on its many spectacular successes. In 1985, SOK District Headquarters were separated depending on the railway transport areas. Another reorganization of SOK took place in 1997.

Railway Protection Guard

On the basis of the Act of June 27, 1997 on railway transport, the name of the Railway Protection Guard was restored, the uniform was changed to be modeled on the military one, and the Railway Protection Guard Headquarters was organizationally separated, as well as District and District Branches within it.

In October 2001, pursuant to the Act of September 8, 2000 on the commercialization, restructuring and privatization of the state-owned enterprise PKP, the Railway Protection Guard was incorporated into the structures of PKP Polskie Linie Kolejowe S.A., while maintaining the organizational independence of the service. The basic legal act on the basis of which the Railway Protection Guard bases its activities is the Railway Transport Act of March 28, 2003.

Basic tasks and powers of the Railway Protection Guard.

The basic tasks of the Railway Protection Guard include:

1. control of compliance with order regulations in the railway area, on trains and other railway vehicles,
2. protection of human life and health and property in the railway area, on trains and other railway vehicles.

When performing his duties, an officer of the Railway Protection Guard has the right to:

1. identifying persons suspected of committing a crime or misdemeanor, as well as witnesses of a crime or misdemeanor, in order to establish their identity,
2. to capture, in order to immediately bring to the nearest Police unit, persons in relation to whom there is a justified need to take actions that go beyond the powers of the railway security guard,
3. stopping and checking a road vehicle traveling in the railway area and the adjacent strip of land in the event of a justified suspicion of committing a crime or offense using this vehicle,
4. imposing fines, by way of a penalty notice, in accordance with the principles set out in the Code of Procedure in Petty Offenses,
5. conducting explanatory activities, applying to the court for punishment, bringing charges before the court and filing appeals in the manner specified in the Code of Procedure in Petty Offense Cases,
6. using direct coercive measures: physical force in the form of restraint holds and similar defense techniques, a gas thrower, a service baton, handcuffs and a service dog.

The Railway Protection Guard currently employs approximately 3,100 officers in 16 Regional Headquarters and 78 SOK Posts. It serves over 18,000 km of railway lines, nearly 5,000 passenger and express trains a day.