From the past of PRL – vehicles

PRL, the Polish state existing from 1945 to 1989. Officially independent, in fact russian protectorate with limited sovereignty. The Polish United Workers' organization (PZPR) ruled, which had to agree with its chief – First Secretary – with its comrades in Moscow. There was a strategy of alleged real socialism in which the full larger manufacture was in the hands of the state.

Shit, dirt, backwardness, propaganda, terror, sugar and meat cards, etc., etc.

And yet...

FSO

In January 1945, the Red Army and LWP units yet win Warsaw. From the left-hand side of it was practically just piles of rubble. On the right-hand side – already acquired in late July 1945, so six months earlier – there are besides destructions, but it is simply a bit better.

The condition of Warsaw reflects well the state of the full country, through which after years of business the front crosses again. In addition to human losses, there are immense harm to infrastructure, including industrial ones. Yet despite the creation of COP, Poland was inactive a country primarily agricultural. In any case, as in Warsaw, the fresh power includes a country ruined by war with virtually no industry.

Already 3 years later, on July 31, 1948, the Polish government (which was inactive then officially called Rzeczpospolita Polska alternatively than PRL) signed a licence agreement with Fiat. A car mill was to be established in Warsaw, which was to produce 20,000 cars a year in 1951. erstwhile the officials sign the papers the construction of the mill on the Warsaw Żeran was already under way.

Let us remind, in 1939, before the outbreak of the war, there were a full of about 42 1000 cars in the second Poland. As you can imagine, the war survived only a tiny part. The intentions are so very ambitious – in 2 years 1 mill is to release as many cars as it was before the war. It was expected to be Fiat 1100.

Unfortunately, these plans don't work. Part of the agreement was that Poland would pay for the licence and so on in the goods, delivering coal to Italy. In the meantime, after signing the agreement, Italy joins the Marshall Plan and it turns out that they will receive very inexpensive coal from the US. In this situation, the agreement with Poland no longer pays off and is broken. And so in 1949, only a year after the ambitious beginning, Poland becomes “on ice” with the construction of the factory. In the current political situation, it remains only to search aid from the USSR.

And the USSR grants Poland an M-20 “Pobieda” licence (ru. “winner”). In Poland this car will be called “Warsaw”.

We, of course, are looking at Warsaw now, in the position of more than 70 years since its introduction into production. Even what the elders of us remember as an outdated, defiant and embarrassing compared to “Western motorization”. We do not consider that most frequently we compare mentally produced in the late 1960s "Warsaw" with western models from this period. However, in 1949 – 20 years earlier – the situation was different. M-20 poorness is simply a construction for these times rather modern. And, which may surprise some, original, Soviet. Moreover, it is the first passenger car in the USSR, which is its own plan and does not copy something Western.

For comparison, below the cars that were put into production at that time (the years 1949-1950) in the world.

As you can see erstwhile it comes to appearance, the way GAZ M20 is designed does not disagree importantly from those vehicles – vehicles from the same period.

And it is this task – fresh and first – that the USSR transmits Poland. Officially free of charge, but 380 million zlotys were paid for documentation and another “additions”.

As a consequence of this agreement, works begin again and on 6 November 1951 the first Warsaw – made up of parts delivered from the USSR – officially leaves the production line in Żerań. It will take another 5 years to scope the phase where Warsaw is built entirely from parts produced in Poland.

Production developed as follows:

As you can see, the planned level of 20,000 cars per year was never reached, the closest to this mill was in 1968, i.e. 17 years after the beginning of production, erstwhile Warsaw was already heavy obsolete (and its – unfortunately licensed – successor, Polish Fiat 125p, was entering the production).

Within a full of 22 years of production, many modifications were made, a version of sedan, wagon and van was built. A fresh generation of Warsaw was besides prepared.

The next stages are known by everyone who was curious in the past of Polish automotive industry:

• FSO Sirena – the first and only first FSO plan that has been produced in series since 1961
• A licence from Fiat to Fiat 125p, which was produced from 28 November 1967,
• FSO Polonez – internally upgraded Fiat 125p, from the outside with Italian plan bodywork.

In total, over 3 million cars were produced by the mill in Żerań during its years of existence in PRL. Despite exports – and already exported to Warsaw – most of these cars remained in Poland.

In summary, already 2 years after the war, the authorities are trying to bring about a crucial increase in the number of cars in Poland – and they want them to be produced in Poland. These efforts – despite difficulties, failures, political entanglements, restrictions on the strategy and simply stupid decisions – led to the fact that erstwhile we took any image of the street in the Polish city from the 1960s or early 1970s practically all visible cars are Polish production. A large part of them were created in the Warsaw FSO, although there were inactive FSM (since 1971) and FSR, in which “Tarpany” (since 1973).

I don't gotta add that there's nothing left.

After FSO were "investment periods", the FSM was sold to Fiat and the FSR disappeared. No 1 even dreams of resuming production of Polish cars... I mean, I'm sorry, there was an “Israel”, a typical PiS, it was meant to be a real Chinese vehicle sold as a “Polish electrical car”. As we know, nothing worked out.

Buses

In these pictures of streets from 50 years ago, not only Polish production of passenger cars or trucks is visible, but besides buses. Their past besides begins in the postwar years.

Before I talk about buses, a fewer words about the institution with which they were connected in the times of the Polish People's Republic: PKS State car Communication. present this may seem inconceivable, but in times of PRL the network of bus connections reached every, even the smallest village providing access to the nearest towns and railway stations. Not everywhere there were many of these calls, they didn't always work on time – but they were. This was due to the fact that as a state institution, PKS did not service courses only where it was "profitable" but everywhere. That was the mission of the bus station. The liquidation of PKS and its privatization in the 1990s meant that any connections to many localities would be cancelled – thus cutting people off from jobs, wellness clinics, purchases, etc.

However, this is simply a subject on a separate story, in this entry we are curious in first of all in rolling stock, which the bus station drove. And over 90% of this rolling stock was in the 1960s and 1970s Polish production.

Autosan

The Sanoku plant had a very long tradition, mainly connected with the construction of carriages and trams (including pre-war Kraków trams came from these establishments). After the war, however, the past of the betting had to be started from scratch, due to the fact that the Germans left and took out the most valuable equipment and blew up the rest. The level of harm was so advanced that the restoration of the plant seemed pointless and was only undertaken due to the fact that the PPR activist from Sanoka arranged this with a fellow of Hilary Minc, who then led the PRL economy.

Initially, the production was tiny and chaotic – it was done “what was possible”. However, in 1950 the systematic production of buses began, initially it was the installation of the Italian Fiat 666RN (totally only 71 pieces). But parallel work was already underway on its own design, which yet entered production in 1951 as Star N52. By 1959 2507 copies of this model were produced for intercity traffic.

In the 1960s, these were the next 4 models of its own plan – H-01, H-25, H-27 and H-100 produced in long-distance and urban versions until 1974.

In 1979, the production of the H9 model begins – a characteristic structure, known in fact to anyone who utilized buses in Poland before 2000. At the same time the structure for those times rather good – and rather successful.

By 1976, Autosan's production looked like this:

I would point out that the H100 model was produced in full in all versions of 23,370 units over a full period of 7 years, which gives about 14 buses per day.

This table does not cover all Autosan activities. There were besides microbus versions of Nys' car, mainly intended for export, as well as various types of trailers for trucks and tractors.

And it wasn't the only bus mill in those days...

Jelcz

This communicative besides starts with mill buildings destroyed after war, but this time on the alleged Recovered Lands (Jelcz was previously called Jeltsch). It was not until 1952 that the decision to build a fresh mill was made here, and initially production was alternatively crafty and not systematic. However, b. rapidly appeared the first own plan – Star N424 or body body for transporting people on the chassis of the Star 20 truck. This construction was besides known as a ‘substitution bus’ or popularly ‘stink’, mainly utilized to transport workers on construction sites and in PGRs.

The next 2 own constructions – Star Jot 55 and Odra A-81 – did not enter mass production. Instead, since 1959, the Czechoslovak bus Škoda 706 RTO, known more as Jelcz 043 or "cucumber", began to be manufactured in Jelcz.

It was above all this bus that drove people around Polish cities (there was an urban version of a articulated trailer and automatic doors) as well as between them as part of intercity bus courses. He is known like Autosana H9 to anyone who kept even a shadow of childhood memories from the 1960s, the 70s and even the 80s erstwhile the Cucumbers could be met only in the state on little crucial bus connections.

Despite intensive research, I was incapable to find on the net the information on how many of these buses were manufactured. I even wrote to the Jelcz mill in this case, but specified information is in the materials that they have already transmitted to the state archives. In another words, Jelcz's mill does not know how much it has produced. However, due to their universality, it is safe to presume that there must have been more than Autosan H-100 and H9, which is much more than 20,000 pieces.

So when, let's say, in 1972, the Pole left the home in the morning, most frequently he drove to work on a Polish bus production or, if he had specified a Polish car production. I don't think I gotta compose today.

Here you could add a large chapter on Jelcz and Star trucks, Nysa and Zhuk vans... but then I would never finish this text and print it.

Locomotives

Let's take the road to the track. Before the war, Poland had dynamic steam and wagon factories. After the war, they were besides rebuilt rather rapidly and as a result, successful constructions of Polish steam locomotives appeared very quickly. But already in the 1950s (five years after the war) it was clear that the future was an electrical and combustion traction. Therefore, vigorous action was taken almost immediately after the war to supply adequate locomotives for the PKP. And from the very beginning, the aim was to have these locomotives build Polish industry.

As for the exhaust traction effect, the following locomotives were:

• SM-42 – a completely Polish plan (because the locomotive and the engine that powered it were constructed in Poland), developed between 1958 and 1962, produced in Fablok plant (Lokomot plant) in Chrzanów, a full of 2144 pieces and 268 pieces variant SP-42.
• SM-31 – besides Polish plan from Fablok, produced between 1976 and 1985 in a full of 200 pieces.
• SU-45 (SP-45) – construction of Cegielski plant from Poznań, with a licensed engine unfortunately, produced from 1970 to 1976, a full of 270 units.
• SU-46 – besides from Cegielski, production 1974-1977, a full of 54 pieces.

As far as electrical traction is concerned, the first Polish electrical locomotives were manufactured in the second Poland, although their electrical fittings came from the UK. After the war, however, they started from scratch and, naturally, from shopping. What is worth emphasising is the talks on the acquisition of electrical locomotives started already in 1946, so only a year after the war, erstwhile the number of electrified sections on the PKP was negligible (actually limited to the Otwocka line in the Warsaw railway junction). The last service in 1951 began with the first 8 electrocars purchased in Sweden (E03, then called EP03). At the same time and besides from Sweden, the first post-war electrical traction sets were purchased – the EW51 series – besides for the purposes of the Warsaw node.

Despite this, from the very beginning, the intention of railway and manufacture management was to produce its own rolling stock in Polish factories. The main problem was the appropriate electrical fittings – especially engines and controls – in the production of which our manufacture did not have adequate experience. Here, a continuation of pre-war cooperation with English electrical was put forward. The first post-war locomotives were designed in 1950-51 and manufactured in Wroclaw's Pafawag, fitting electrical fittings delivered from the UK. They entered service since 1954 as the EP-02 series.

Unfortunately, the Polish manufacture was incapable to supply adequate locomotives to meet the needs of the rapidly electrified PKP. Thus, purchases continued, this time in the “brothers” of the GDR and Czechoslovakia – but at the same time they were looking for a way to start their own production. Cooperation with the USSR was besides attempted here – its effect was a commodity ET-21 produced in Pafawag from 1957 to 1971, it was a Polish task based on the russian locomotive WŁ22M.

Eventually, a licence was placed from a proven partner – English Electric. This company designed an EU-06 locomotive for PKP (a modification produced at the same time for the British 83 series railways) and delivered 19 units in 1962. At the same time, on the basis of the contract, Poland could start production of this kind already by the end of 1963 – the Polish “version” was awarded the EU-07 designation and is 1 of the best known Polish electrical locomotives. It was produced in 2 periods – from 1963 to 1974 and again from 1983 to 1992, locomotives produced in the second production period disagree somewhat technically, but for the purposes of this article we will treat them together. What is crucial is that the locomotives were built completely from parts produced in Poland.

Further improvement was made thanks to the experience gained during the EU-07 production – these were dense freight locomotives: ET-41 (dumped EU-07) and ET-22, the own plan called by the railways “Bunk”. The last designed and manufactured locomotive in the PRL was a rushing EP-09 from the beginning constructed with the establishment of passenger trains at 160 km/h.

Finally, the following locomotives were manufactured in Polish plants:

• EP-02 – 8 pieces
• EP-03 – 8 pieces
• EU-07 – 733 (including EP-08 – 17 pieces)
• ET-41 – 200 pieces
• ET-21 – 827 pieces
• ET-22 – 1281 pieces
• EP-09 – 47 pieces

The full was so 3088 electrical locomotives (except EP-02 and EP-03) and 2936 combustion locomotives, i.e. a full of 6024 locomotives for a period of less-more 1959-1989!

It is worth noting that to this day these locomotives form the basis of the operation of the Polish railway, which, after years of systematic destruction, is only a shadow of this 1 from the times of the Polish People's Republic (I mention to this book: Sharp Cut). Both SM-42, EU-07 and ET-22 to this day draw trains and electrical traction sets EN-57 (popularly known as ‘Kiblami’, produced from 1962 to 1993 with a full of 1,429 units) inactive carry passengers throughout Poland.

Ba! The main monuments of individual ET21 locomotives are inactive hauling freight trains operated by smaller operators! another locomotives and traction sets are frequently after refurbishment and refurbishment to extend their lifetime, sometimes they affect changing their appearance so that the untrained eye is hard to admit that they are the same old vehicles from the times of the Polish People's Republic.

But trains are not just locomotives – they are besides carriages. And these were besides produced in the overwhelming majority in Poland. In fact, only 2 crucial series of wagons utilized on the railway station before 1989 came not from Poland: bunk wagons “Bipa“ utilized in regional and local transports and sleeping wagons. Both types were purchased in East Germany. The remainder of the carriages were home production, mainly Cegielski and Pafawag plants but besides another plants. Many of the cars then created are inactive "drived" in TLK warehouses, where you can meet the declassed first class cars from the mid 1980s. The fact that despite visible wear and – what to hide – the dirt is inactive rather comfortable and after more than 40 years they are inactive suitable for usage shows very well about their designers and performers.

What happened to the plants that designed and manufactured these vehicles after 1989?

Wrocławski Pafawag – The State Wagon mill – is simply a plant that was German before 1945 and was, like many plants in these stories, taken over as a ruin by the Polish authorities, rebuilt and expanded, then repeatedly upgraded. As a result, according to Wikipedia, 2231 electrical locomotives and 1633 electrical traction units were produced, most of which were EN57 traction sets and ET22 locomotives. In the second Poland, the plants took over German capital, namely AdTranz, who rapidly sold any of the land and reduced production. The plants have been engaged in... welding locomotive boxes and kits that are yet assembled in Germany. Currently, after subsequent acquisitions, the plants belong to Alstom but are inactive mainly engaged in boxes – and assembly from finished parts. The installation of vehicles designed abroad.

Poznań Cegielski plant were more fortunate – they were not sold and liquidated or brought to the function of the assembly plant. They are inactive owned by the Polish state but the production of locomotives has ceased – while the production of railway wagons continues.

The production of locomotives in the 3rd Republic of Poland yet took 2 plants: Newag and Pesa. For comparison below the number of locomotives and traction sets produced in these Polish companies between 1990 and 1923:

• Newag Dragon Locomotive (Series 1 and 2) – 95 pieces
• SU-160 locomotive (Pesa Exhaust Gamma) — 14 units
• Pesa electrical locomotive Gamma – 81 pieces
• Newag Griffin locomotive – 40 pieces
• EZT Newag 14EC – 9 pcs (partly based on EN-57 deleted components),
• Combustion Traction Set (SZT) Newag 220M/21M — full 14 units,
• EZT Newag Impulses – a full of 250 units (of which 11 for export to Italy),
• SZT Pesa 218M — full 76 units,
• SZT Pesa 214M — full 56 units,
• SZT Pesa 219M (Atribo) – a full of 118 units (97 of which for export to Italy)

A full of 230 locomotives and 523 traction sets for over 33 years. As far as locomotives are concerned, it was 3.8% of the erstwhile 30 years!

It is worth noting that both Pesa and Newag were created on the basis of the old Railway Tabor Repair Plant (ZNTK), which utilized to be in all territory directorate of the state railway. And while erstwhile practically all the components utilized in locomotive production came from various Polish plants, present Newag and PESA are mostly "integrators" consisting of elements originating from abroad – and this applies not only to components specified as control computers or drive parts (waves, motors), but besides to automatic doors in wagons, windows or interior fittings. Everything I've always done

And unfortunately, PESA's warehouses have a terrible opinion among railway operators as an emergency and Newagu's vehicles, which, in turn, enjoyed a better reputation as it turned out, had built-in computer solutions aimed at forcing them (more expensive) service at the maker (A loud scandal released last fall).

LiM

Let's decision from earth to heaven.

If you go to the Kraków Aviation Museum, you can walk along a row of somewhat flooded, slow increasing aircraft called LiM.

What is this LiM? Ano LiM is short for the Licensed Fighter. LiM is simply a different Mig-15 (LiM-1 and LiM-2) and then Mig-17 produced under the licence of the USSR by PZL plants in Mielec.

A full of them were built between 1952 and 1964 680 LiM plays in different versions. This means almost 57 jet fighters per year, and so on average almost 5 aircraft per month.

I think it is worth realizing: only 7 years after the end of the war, which left Poland destroyed in the Polish People's Republic, a modern turbojet fighter was manufactured in 5 pieces per month. That's over 1 a week!

And yet there was inactive a training TS-11 Iskra, a completely Polish plan manufactured from 1963 to 1987 in a little awesome number 424 The pieces, which is only about 17 per year. In the late 1950s and 1960s, there were designers in the Polish People's Republic who could make a modern jet aircraft and an manufacture that could produce it.

How many fighters or jet aircraft are presently produced in Poland per month? Hmm? ZERO.

How many jet fighters does the Polish Army presently have? Wikipedia 86. How many jet fighters did the People's Army of Poland have in 1969? I don't know due to the fact that I didn't dig into the data, but judging by the size of the LiM production – which mostly went to LWP – as well as the purchases of another models (Mig-21 as well as Mig-23, Su-20 and Su-22) much more.

Mi-2

This communicative starts with a picture. Photographs of a helicopter, which surely everyone who lived in Poland before 2010 saw at least erstwhile in the sky.

I'm certain you admit this shape, but I don't think many people know that until today (2024) this chopper occupies 6th place in the world in terms of the number of copies produced. PZL mill in Świdnik produced themTotal 5.497 pieces, making Świdnik 1 of the largest chopper manufacturers in Europe in the 1960s and 1970s (then Mi-2 occupied 3rd place on the list of types produced!). In another words, in the 1960s and 1970s, 1 of the most popular helicopters in the planet was built in Poland, close Lublin.

Additionally, on the basis of Mi-2 there were already built their own structures – PZL Kania and PZL W-3 Sokół – which, however, never achieved specified a large production due to the "privatization" of plants, i.e. the transfer of them to abroad management and the cut off from the erstwhile USSR marketplace due to its collapse.

The past of the mill in Świdnik begins in 1949, erstwhile it was decided to find the No. 5 Communication Equipment Company there. The plant was built in an honest field (supposed to have previously grown there... potatoes), from zero, including housing blocks for employees. The airport in Świdnik, which was utilized by the plant, existed before the war, but of course they were not a crucial place for aeroclub exercises. The bets began officially on January 1, 1951.

Initially, the description – known as ‘WSK Świdnik’ or ‘PZL-WSK Świdnik’ – produced parts for the LiM aircraft referred to above. However, as early as 1954, it was decided to find in WSK Świdnik chopper production. Initially, they were Mi-1 helicopters manufactured under the licence of the USSR under the name SM-1 (from chopper 1).

Mi-1 / SM-1 is simply a light, comparatively simple chopper powered by a single piston engine. It was the first russian chopper and besides the first chopper produced in Poland. It is worth noting that this was a comparatively fresh construction – construction works were completed in 1950 and production in the USSR began in 1952. It introduced modifications and upgrades – the Mi-1T version documentation came to Poland (compared to the first version with a better engine, a bigger cab and anti-glaciation installations). The decision was made in 1954, in 1956 Świdnik produced the first SM-1 from parts delivered from the USSR and already a year later began to manufacture them entirely from components manufactured in Poland (the engines under the licence were produced since 1957 WSK Rzeszów).

Polish engineers prepared various versions of the SM-1 propeller, followed by their own improvement version of this plan – an SM-2 chopper with an enlarged cabin. A full of 1956-1965 in Świdnik was produced 1594 units SM-1 and 86 SM-2 pieces. SM-1 helicopters were mainly sent to the USSR, as well as another RPPG countries, as well as to the Polish People's Army. The full production of the SM-2 chopper went to LWP.

Thus, 10 years after the war not only were manufactured in PRL jet fighters of LiM, but besides modern (for those times) helicopters. I am stressing here that the USSR passed on Poland under the licence comparatively fresh constructions, i.e. modern and not outdated.

The production of the Mi-1 / SM-1 helicopter, i.e. construction work related to the implementation of it for production as well as later construction work on its own version – SM-2 – gave enormously much experience to both engineers and employees. This combined with good production quality built the russian side's trust in the capabilities of the Świdnica factory, which resulted in another licence – for the Mi-2 helicopter.

The Mi-2 chopper was a immense step forward in improvement – alternatively of a single piston engine, 2 turbine engines, which gives not only an increase in power, so about 3x greater possible burden but besides greater safety (in case of failure of 1 engine you can land with the option of choosing the location of specified an emergency landing). Mi-2 prototypes were created and flown in 1961 and in 1962 the chopper was officially presented. It was already anticipated to usage it in agriculture – for sprays, etc. tasks – and even attempts were made in this area.

PRL began efforts to get a licence for this chopper shortly after, as early as 1963 (although work on the prototype was carried out). PZL SM-4 However, it was a chopper much smaller and little modern). A corresponding contract was signed in 1964. Its very interesting feature is that the Mi-2 chopper was to be produced exclusively in PZL Świdnik. So Mi-2 is the only chopper designed entirely in the USSR that was never mass-produced there. most likely due to this, 1 of the terms of the contract was to keep the name Mi-2 (not SM-3 which would be a logical continuation). On the another hand, the agreement guaranteed the acquisition by the USSR of an appropriate (large) part of production.

Thus, in 1964 the PRL again obtained a licence for a very modern design, including exclusive and sales guarantee!

The first Mi-2 was assembled in 1965, a year after the contract was signed. It was assembled from parts delivered from the USSR, but already a year later the series production was started based entirely on components manufactured in Poland (in parallel, engines were manufactured in WSK Rzeszów).

In the course of 20 years (until 1985) of production, Polish designers prepared many specialist versions and introduced many improvements and upgrades. The experience gained allowed to build its own structures: PZL Kania, PZL W3 Sokół and PZL SW-4 Puszczyk.

The past of Polish helicopters ended on this. The plants in Świdnik were sold to AugustaWestland and no further constructions are anticipated. The plant produces components for another plants of AugustaWestland (renamed "Leonardo Helicopters"), i.e. it has become a subcontractor or a montown.

Completion

This communicative could be continued, developed, due to the fact that I chose only any vehicles and their types, about any writing more and about others little depending on the availability of materials as well as my cognition of this subject. So I barely mentioned the vans and nothing about motorcycles. I besides wrote nothing about agricultural and construction machinery – including celebrated tractors from Ursus, Bison harvesters or cranes. I besides wrote nothing about ships manufactured in Polish shipyards or about the fact that engines were besides produced in Poland.

There was besides a Polish school of industrial design, Polish medicines, Polish electronics, Polish computers (Karpiński!) and even a Polish program of meteorological rockets. There was besides a Polish construction miracle: fewer people know that the most apartments in past were donated in Poland in 1979 – over 243 thousand.

Each of these examples – specified as those discussed above as those I did not compose about – are subjects for books. any specified niche publications have already been published, unfortunately not yet, or possibly I do not know about them. So I wrote only about the chosen ones, due to the fact that this entry was created for over a year, in “free moments”, and I would never have finished it if I wanted to discuss further examples, further fields...

It is besides worth remembering that this is not just about these vehicles. all specified factory, all specified communicative is not just jobs for workers and not only that profits from production remained in the country. These were besides places where engineers and another specialists learned and developed method thought in a given field. For this reason, the production – even licensed – of its own products is better than the assembly plant, and the assembly plant is only somewhat better than imports.

Let us besides add that the colonization by the USSR was better in this respect than the colonization by the US and its vassals. Compare licenses from the USSR – e.g. Mi-2 – with the "offset" from the US. Then we got all the technology that allowed further development, now we get any scraps – the ability to mount something.

Do I compose this to whitewash PRL? To deny that he was inalienable? To defend the economical nonsense of "real socialism", which ended in food cards and "hunting" for toilet paper?

No, I remind you that we should better realise the scale of Poland's collapse, which is, in fact, the 3rd period of Poland. So that we realize that the advancement and improvement we are experiencing is apparent and is primarily due to the nonsubjective improvement of technology. It is this technological improvement that causes me to compose these words on a computer, not on a typewriter, and not to distribute them through a protein duplicator but through a blog. However, RELATIFUL to another countries, our position and participation in the production of this method are present incomparably worse than they were even for the Polish People's Republic – that I will not mention the second Polish Republic.

Suffice to say that the latest technology – the artificial intelligence and the fresh generation of reusable space missiles – make Polish minds in the US (there are Poles and in OpenAI and in SpaceX). For Poland no of this results, in no way does it build Poland's prosperity, nor does it make starting places for another prominent minds that will be born here.

So in times II of the Polish Republic we tried to have our own constructions and achievements in each of the fields of modern technology of that time (motorization, radio, radar, aviation). We lost it through stupid belief in the West and its “guarantees”. During the times of the Polish People's Republic we managed to have our own constructions and achievements in many technologies, in others we were at the phase of the licence – so further developing ideas of others. This is what we lost through the hopeless religion of full generations in the West and its goodwill. In times III of Poland we fell to the level of assembly plant and the origin of intelligent labour for export. May we not even lose this for another phase of stupid religion in the West and its “guarantees”.