Jelenia Góra Railway Station
| Jelenia Góra until 1945: Hirschberg (Rsgb) Hbf |
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|---|---|
 Reception building
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| Data | |
| Operating point type | railway station |
| Location in the network | Separation station |
| Platform tracks | 7th |
| IBNR | 5100259 |
| opening | August 20, 1866 |
| Architectural data | |
| architect | Hermann Cuno |
| location | |
| City / municipality | Jelenia Gora |
| Voivodeship | Lower Silesia |
| Country | Poland |
| Coordinates | 50 ° 54 '9 " N , 15 ° 45' 20" E |
| Height ( SO ) | 343 m npm |
| Railway lines | |
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| List of train stations in Poland | |
The station Jelenia Góra (until 1945: Hirschberg (RSGB) Hbf ) is the central passenger station of the city of Jelenia Góra in Polish Giant Mountains , Lower Silesia Province . The station connects the railway lines to Kamienna Góra (state hat in Silesia) , Kořenov (Bad Wurzelsdorf) in the Czech Republic, Lwówek Śląski (Löwenberg in Silesia) , Wałbrzych (Waldenburg) and Zgorzelec (Görlitz) on the German-Polish border.
The train station in the city at the foot of the Giant Mountains was opened in 1866 and over the next few decades developed into an important destination for travelers and day trippers in the mountain region. After the end of the Second World War , Hirschberg fell to Poland. After the war, the city's population rose sharply.
location
The train station with its tracks extends around one kilometer east of the historic city center. The reception building is located on Ulica 1 Maja, which merges into Ulica Krakowska to the east and finally flows into Aleja Solidarności. Aleja Solidarności connects to Droga krajowa 3 to the north . In the north, the station facilities are bounded by Ulica Wincentego Pola.
history
In 1853 the Association for the Preparation of the Lower Silesian Mountain Railway was founded in Hirschberg , which campaigned for a railway connection via Greiffenberg and Lauban to the Lower Silesian-Märkische Railway (NME) in Kohlfurt. Also in Görlitz there were voices calling for a connection from Görlitz via Hirschberg to Waldenburg . At the beginning of 1855, the Görlitz magistrate called for shares to be subscribed. The share capital of 1.5 million had been reached within half a year. The funds of private investors were thus exhausted. The concession to build the railway line had been obtained before the shares were subscribed. However, the necessary building capital of six million thalers could not be acquired from the government in Berlin, since Berlin at that time had no interest in the pure development of the poor region and the realization of a cross-border railway line to Austria was not possible for various reasons. The company was dormant for several years.
Silesian hard coal gained in importance in the 1860s. The Prussian State Parliament decided on 22 January 1862 the construction of the Silesian Mountain Railway (SGB) of Waldburg on Lauban after Kohlfurt . The city of Görlitz feared being decoupled from traffic from Berlin to Silesia and made land available free of charge in order to build a branch line from Lauban to Moys and to connect to the NME. The project succeeded.
On August 13, 1863, celebrations took place in Lauban and Görlitz to mark the start of construction. The inauguration of the main line between Kohlfurt and Reibnitz and the branch line between Lauban and Görlitz took place on September 20th. Only with the completion of the Bober Viaduct could the trains start running to Hirschberg on August 20, 1866. The opening of the last section to Waldenburg was delayed because the completion of the Rohrlach tunnel was delayed. On August 15, 1867, operations to Waldenburg could begin. From May at the end of May 1868, continuous train operations to Breslau were possible.
In the following decades Hirschberg developed into a railway junction at the foot of the Giant Mountains. In May 1882, the opening of the railway line to Schmiedeberg (Kowary) followed , which was continued after the turn of the century to Landeshut (Kamienna Góra) . With the opening of the railway line to Petersdorf (Piechowice) , another connection was added. This route was also extended after the turn of the century. It led via Ober-Schreiberhau (Szklarska Poręba) , overcame the Giant Mountains ridge and finally ended in Polaun / Grünthal (Kořenov) , the border station to Austria-Hungary . Due to the numerous railway lines that flow into Hirschberg, the station had to be converted. The covered island platforms with the underpasses to the station building were built and platforms 1a, 1b and 1c for the trains to Schmiedeberg, Krummhübel (Karpacz) and Bad Warmbrunn (Cieplice Śląskie-Zdrój) were built. The reception building was expanded to include a waiting room. A roundhouse with a turntable was also built.
In May 1912, work began on the electrification of the Hirschberg - Polaun / Grünthal section, but this had to be stopped when the First World War broke out in August 1914. The contact wire was dismantled again. The Hirschberg train station was excluded from the dismantling.
With the progressive electrification of the Silesian railway network after the war, Hirschberg was also connected to the electrical railway network on June 21, 1920. The electrification of the lines to Lauban (April 15, 1922) and on to Schlauroth (March 20, 1924), to Polaun / Grünthal (February 15, 1923), via Schmiedeberg to Landeshut (December 9, 1932) and to Krummhübel ( June 29, 1934). Hirschberg was the central train station within the electrified Silesian network. A large locomotive shed was also built for the maintenance of the electric locomotives.
Hirschberg remained vacant until the surrender of the German Reich. On May 8, 1945, a rearguard of the Wehrmacht blew up the Bober Viaduct near Hirschberg and the Rohrlacher Tunnel. This interrupted rail traffic to the west and east on the Silesian mountain railway. The city was initially occupied by the Red Army and later came under Polish administration.
Since Hirschberg was isolated from the rest of the railway network after the war due to the explosions of the Wehrmacht, operations could initially only be resumed on individual, mostly shortened routes. From the Jelenia Góra Zachodnia train station (Hirschberg (Rsgb) West) west of the Bober Viaduct, traffic to Lubań (Lauban) and Szklarska Poręba (Ober-Schreiberhau) was resumed on November 14, 1945 . Trains to Kowary ( Schmiedeberg ; since July 1, 1945) were already running from the main train station . The train connection to Wałbrzych (Waldenburg) followed on September 21, 1946 and to Lwówek Śląski on November 10 of the same year. After its repair, the Bober Viaduct did not go back into operation until September 30, 1953. The second tracks as well as the equipment for the electrical railway operation were largely dismantled and transported away by the Soviet Union. Electric rail operations with a 3 kV direct current system were able to operate in the direction of Wałbrzych and on to Wroclaw in 1966, in 1986 in the direction of Lubań and finally in 1987 to Szklarska Poręba.
On April 2, 2000 the railway connection to Karpacz was discontinued. Between 2007 and 2008, the PKP renovated the reception building and partially rebuilt it. In doing so, u. a. The facade was renovated, the areas for travel needs were separated from other rented areas and the area for travelers was converted to make it accessible for the disabled. The construction work lasted six months and cost 1.5 million złoty . Further extensive renovation work began in 2015. About 27 million zlotys were invested within two years. As part of the work, the four platforms and the passenger tunnel were renovated. The platform roof was renewed based on the historical model. Three elevators now facilitate access to the platforms. Modern passenger information systems were also installed.
passenger traffic
The summer timetable of 1936 shows two continuous express train connections and three express train connections from Görlitz station in Berlin . The fastest trains took three hours and 58 minutes.
Between 1975 and 1986 the international pair of express trains 450/451 ran from Warsaw to Frankfurt am Main and on to Paris via Jelenia Góra.
With the increase in private transport in Poland since the 1990s, investments in the rail network have decreased. At the turn of the millennium, passenger traffic had become increasingly unattractive as a result of the numerous slow driving zones. The trains between Jelenia Góra and Wroclaw took around four hours. In the 2003/2004 timetable year there were no longer any express train connections. In addition to the renovation of the railway line to Wroclaw, the vehicle fleet was also modernized. Since April 29, 2016, an Alstom Pendolino has been running every day as an EIP pair of trains between Warsaw and Jelenia Góra, and with the 2015/2016 timetable, Pesa Dart began operating as intercity trains to Białystok and Warsaw.
Local transport
| line | Line course | Cycle (min) | EVU |
|---|---|---|---|
| D6 | Wrocław Główny - Jaworzyna Śląska - Wałbrzych Główny - Jelenia Góra (- Szklarska Poręba Górna) | ~ 60 (~ 120) | Koleje Dolnośląskie |
| D19 | Węgliniec - Zgorzelec - Görlitz - Lubań - Jelenia Góra | 120 | Koleje Dolnośląskie |
| D 26 | Jelenia Góra - Sędzisław - Lubawka - Bernartice u Trutnova - Trutnov hn | Operation only on weekends from May to August | Koleje Dolnośląskie |
| Poznań Główny - Kościan - Wrocław Główny - Jaworzyna Śląska - Wałbrzych Główny - Jelenia Góra - Szklarska Poręba Górna | a pair of trains | Przewozy Regionalne |
Long-distance transport
| Train type | Train name | Line course | Cycle (min) | EVU |
|---|---|---|---|---|
| EIP | Jelenia Góra - Wrocław Główny - Opole Główne - Częstochowa Stradom - Warszawa Centralna - Warszawa Wschodnia | a pair of trains | PKP Intercity | |
| EIC | Śnieżka | Szklarska Poręba Górna - Jelenia Góra - Wrocław Główny - Opole Główne - Częstochowa Stradom - Warszawa Centralna - Warszawa Wschodnia | a pair of trains | PKP Intercity |
| IC | Orzeszkowa / Karkonosze | Jelenia Góra - Wrocław Główny - Ostrów Wielkopolski - Kalisz - Łódź Widzew - Warszawa Centralna - Warszawa Wschodnia - Białystok | two pairs of trains | PKP Intercity |
| IC | Barnim | Jelenia Góra - Wrocław Główny ( through car through Leszno - Poznań Główny - Stargard to Szczecin Główny ) | a pair of trains | PKP Intercity |
| IC | Hetman | Jelenia Góra - Wrocław Główny (through car through Opole Główne - Częstochowa Stradom - Kraków Główny - Rzeszów Główny to Hrubieszów Miasto) | a pair of trains | PKP Intercity |
| TLK | Rozewie | Szklarska Poręba Górna - Jelenia Góra - Wrocław Główny - Ostrów Wielkopolski - Poznań Główny - Gniezno - Bydgoszcz Główna - Gdańsk Główny - Gdynia Główna | a pair of trains | PKP Intercity |
| TLK | Halny | Jelenia Góra - Wrocław Główny (through car through Leszno - Poznań Główny - Gniezno to Bydgoszcz Główna) | a pair of trains | PKP Intercity |
(As of December 10, 2017)
Individual evidence
- ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 75 .
- ↑ a b Rettig, Wilfried: Railway in the border triangle, part 1 . 2010, p. 75, 94 .
- ↑ a b zackenbahn.de: Chronicle . Retrieved January 8, 2017 .
- ↑ zackenbahn.de: The electrification of the Silesian mountain railways . Retrieved January 8, 2017 .
- ↑ Frank Schüttig: Giant Mountains . 6th edition. Trescher Verlag, Berlin 2014, ISBN 978-3-89794-279-0 , pp. 40 .
- ↑ jelenia.rail.pl: Historia kolei w Jeleniej Górze . Retrieved December 30, 2017 (Polish).
- ↑ muratorplus.pl: Kolejny dworzec zmodernizowany . Archived from the original on October 4, 2017 ; Retrieved January 1, 2018 (Polish).
- ↑ kurierkolejowy.eu: PLK zakończyła modernizację stacji w Jeleniej Górze . Retrieved January 1, 2018 (Polish).
- ↑ goerlitzer-bahn.de: Timetable on the Berlin-Görlitzer Railway from May 15th, 1936 . Retrieved January 2, 2018 .
- ↑ welt-der-modelleisenbahn.com: Express train Paris / Ffm - Warsaw . (PDF) Retrieved January 2, 2018 .
- ↑ grahnert.de: D 450 - 1987 . Retrieved January 2, 2018 .
