Lubań Śląski Railway Station

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Lubań Śląski
Reception building
Reception building
Data
Location in the network Separation station
Design Wedge station
Platform tracks 5
IBNR 5100224
opening September 20, 1865
location
City / municipality Luban
Voivodeship Lower Silesia
Country Poland
Coordinates 51 ° 6 ′ 41 ″  N , 15 ° 17 ′ 36 ″  E Coordinates: 51 ° 6 ′ 41 ″  N , 15 ° 17 ′ 36 ″  E
Height ( SO ) 215.19  m above sea level NN
Railway lines
List of train stations in Poland
i16

The Luban Slaski Station is the passenger station of the city Lubań ( Luban ) in the Polish Oberlausitz in the Province of Lower Silesia . The station connects the railway lines to Jelenia Góra ( Hirschberg in the Giant Mountains ), Leśna ( Marklissa ), Węgliniec ( Kohlfurt ) and Zgorzelec ( Görlitz East ). Passenger traffic to Leśna ceased in 1991.

The station was opened in 1865 and in the following decades developed into a railway junction in eastern Upper Lusatia, which at that time belonged to the Prussian province of Silesia . After the end of the Second World War , the areas east of Lusatian Neisse and Oder and thus Lauban fell to Poland. The traffic junction lost a lot of its importance after the war.

location

The station is located south of the historic city center, about 200 meters west of the Kwisa ( Queis ), which flows through Lubań. The station facilities are roughly in a north-south direction. The two railway lines from Węgliniec and Zgorzelec lead to the station from the north. At the same time, they delimit the city's historic inner-city area.

The reception building is located on an island. The Węgliniecer flows on the east side and the Zgorzelec route on the west side. The reception building in the wedge between the two routes can be reached via Ulica Dworcowa ( Bahnhofstrasse ).

Both lines merge south of the reception building and the railway line to Leśna branches off to the south. The route to Jelenia Góra, however, swings towards the southeast and then crosses the Kwisa, which forms the eastern border of Upper Lusatia.

history

The way to the rail connection

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 thalers had been reached within six months. 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 6 million thalers could not be acquired from the government in Berlin, because Berlin had no interest in developing the poor region at the time 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. On January 22nd, 1862, the Prussian state parliament decided to build the Silesian Mountain Railway (SGB) from Waldenburg via Lauban to 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.

The railroad reaches Lauban

On August 13, 1863, celebrations took place in Lauban and Görlitz to mark the start of construction. The first groundbreaking took place in Lauban near the Nikolaitor. Work between Kohlfurt and Lauban began in September. On July 13, 1865, the first test train ran between Görlitz and Lauban. The approval of the route including the structures took place on September 18th of the same year. The route to Kohlfurt was approved by the building authorities 12 days beforehand. On September 20, the inauguration of the main line between Kohlfurt and Reibnitz and the branch line between Lauban and Görlitz took place. 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 ( Waldenburg-Dittersbach main station ) was delayed because the completion of the Rohrlacher Tunnel was delayed. On August 15, 1867, operations to Waldenburg could begin.

The Laubaner station was built in an island location and had four tracks each on the Kohlfurt and Görlitz sides, two of which were platform tracks. On the Görlitz side, the local goods facilities were built with goods sheds, loading lanes, head and side and wooden loading ramps. In the entrance area of ​​the partly two-storey reception building, the service rooms of the railway and post office officials were located, followed by the waiting room for third and fourth class travelers in the middle wing. The waiting room for first and second class travelers was located in the south wing. The kitchen and buffet wing were located between the two waiting rooms. The station building was joined to the south in an axis by the ice cellar, a turntable and a three-track rectangular locomotive shed with six locomotive stands.

The engine shed soon turned out to be too small. In 1868, Lauban received approval to build a main royal workshop . Between the train station and Kerzdorfer Straße, a 21-room roundhouse , locomotive and wagon workshops and a blacksmith's shop with the associated siding were built halfway on Laubaner and Kerzdorfer Flur . The workshops were continuously expanded over the next decades. From 1917 onwards, electric locomotives were refurbished in the Royal Lauban main workshop . The later Lauban Reichsbahn repair shop developed into one of the most important workshops for reconditioning electric locomotives.

The station building around 1910

Since 1896 the branch line to Marklissa has flowed into the southern end of the station. The trains to Marklissa began at the head platform in the south of the reception building. In 1905 the second track to Görlitz was put into operation. The traffic on the former branch line to Görlitz had overtaken that of the main line to Kohlfurt. The former main line of the SGB was therefore downgraded to a secondary line at the beginning of the 1890s and the Görlitz line was raised to the main line.

Extension of the station and electrification

The rectangular shed was extended by a three-track extension in 1910 and received a charging station for the accumulator railcars stationed in Lauban . At the same time, the line from Marklissa, which joins the Lst signal box (Lauban south tower), was relocated 150 meters south and the previous track used as a pull-out track . An oil cellar was built next to the ice cellar and behind it the water tower. The station building was also expanded. It was given a porch towards the north. The post office had already moved to its own building on the station forecourt.

Operation was ensured at this time by three signal boxes: Lot (Lauban east tower) on the Kohlfurt side, Lst (Lauban south tower) at the exit to Hirschberg and Marklissa and Lwt (Lauban west tower) on the Görlitz side. On the east side there were 12 tracks side by side. The track numbers on this side were marked with a small o for east side. On the west side, the track numbering extended to track 29w, with tracks 14w to 29w belonging to the Royal Main Lauban Workshop (later RAW Lauban).

Map of the electrified Silesian railway network until 1939

On June 30, 1911, the Prussian state parliament approved funds for the electrification of the main Lauban- Königszelt route and some secondary routes. In 1913, work began on electrifying the station. However, the outbreak of World War I delayed the completion of the work. The Lauban substation was completed in 1917 at the south exit west of the line to Marklissa. However, it did not go into operation until 1922. The substation received a siding that branched off from the above-mentioned pull-out track. The catenary maintenance facility was built right next to the substation. On April 15, 1922, electric rail traffic began on the 52-kilometer section between Lauban and Hirschberg. The line was operated with the traction current system common in Germany with an alternating voltage of 15  kilovolts and a frequency of 16 ⅔  Hertz .

Second World War

In 1939, the Lst signal box was moved further south from its location on the double track connection between tracks 2 and 3. A plot of land to the west of the double track connection between track 1 and 2 at the junction of the Marklissa line was chosen as the new location. To the west of the signal box, the so-called Eastern Workers' Camp was built during the Second World War - a camp for the slave laborers employed at the station .

In the last months of the war, the eastern front approached the city. Large parts of the population fled to the west. The RAW was also evacuated. Four evacuation trains left the RAW for Linz . On February 17, 1945, the Red Army began the attack on Lauban . Soviet artillery and air force bombarded the city. During the three-week fighting, the city and also the station area, the substation and the RAW were badly damaged. The station building was burned out. In the meantime, the Soviet troops also controlled parts of the Silesian Mountain Railway and thus interrupted the supply routes to Upper Silesia . Electric rail operations were also interrupted. On March 8, Wehrmacht troops had recaptured the city. Shortly thereafter, rail operations on the Silesian Mountain Railway were resumed. The city remained unoccupied until the end of the war.

post war period

After the end of the war, the eastern part of Upper Lusatia fell to Poland. The city was then renamed Lubań. The station was given the addition of Śląski (German: Silesia ) for unambiguous identification . The Polish State Railways (PKP) took over the traffic on all routes from Lubań. The second track of the Silesian Mountain Railway was dismantled in 1946 as a reparation claim from the Soviet Union . Railway operations gradually returned to normal under the PKP, but there was no longer any electrical operation.

The former RAW Lauban traded from now on under the name Zakłady Naprawcze Taboru Kolejowego (ZNTK) Lubań (German repair shop ). Even under Polish management and despite the lack of a connection to the electrified network, the plant was again responsible for the maintenance of electric locomotives from the 1970s. It was not until 1986 that the electric contact wire reached the station again. This time the railway line was electrified with three kilovolt direct current . The opening took place on December 20, 1986. Electric operation was now possible again as far as Węgliniec ( Kohlfurt ). The Węgliniecer line developed again into the main line. In the direction of Görlitz / Zgorzelec, the overhead line ended at the western head of the station. The line has been downgraded to a branch line. Between 2002 and 2008 the rail traffic between Lubań and Zgorzelec was stopped.

In 2000, ZNTK Lubań filed for bankruptcy . In the following years, the tracks to the former repair shop were dismantled. The factory halls have been empty and dilapidated since then, and some halls have already been demolished. The roundhouse is formally classified as a historical building and is marked accordingly, but is decaying uncontrolled and is about to collapse in 2017.

traffic

From August 1, 2012, only Koleje Dolnośląskie passenger trains on the Jelenia Góra - Zgorzelec - Węgliniec route ran at the station . Two of the train pairs were extended from Węgliniec to Żary ( Sorau ) and one train pair each to Legnica ( Liegnitz ) and Breslau . In the 2016 autumn timetable, the D19 route is served by six pairs of trains, two of which were extended with diesel-electric rail buses via Węgliniec ( Kohlfurt ) to Żary ( Sorau ) and even temporarily to Zielona Góra ( Grünberg ). More important is the relation D1 through Węgliniec and Legnica ( Liegnitz ) to Wroclaw. Four-part electric multiple units of the type 31WE from the IMPULS family from Newag were used for the seven pairs of trains.

Impulse multiple unit in Lauban station, 2014


Passenger train connections in the 2012 timetable
Line course Clock frequency operator
Jelenia Góra -  Stara Kamienica  -  Gryfów Śląski  -  Lubań Śląski  -  Zgorzelec  -  Węgliniec (- Żary or Legnica -  Wrocław Główny ) 5 pairs of trains Koleje Dolnośląskie

literature

  • Wilfried Rettig: Railway in the three-country corner. East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ). Part 1: History of the main lines, operating points, electrification and route descriptions . EK-Verlag, Freiburg (Breisgau) 2010, ISBN 978-3-88255-732-9 , p. 192 .
  • Wilfried Rettig: Railway in the three-country corner. East Saxony (D) / Lower Silesia (PL) / North Bohemia (CZ). Part 2: secondary, small and narrow-gauge railways, railway operations and repair shops, railway mail . EK-Verlag, Freiburg (Breisgau) 2011, ISBN 978-3-88255-733-6 , p. 208 .
  • Klaus Christian Kasper: The Lauban Reichsbahn repair shop in Silesia: From the NME workshop to the most experienced repair shop for electric locomotives; A foray from 1868 to 1945; Pictures, reports and documents . Kasper, Bonn-Oberkassel 1999, ISBN 3-930567-10-5 , p. 200 .

Web links

Commons : Lubań Śląski railway station  - collection of images, videos and audio files

Individual evidence

  1. ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 75 .
  2. ↑ a b Rettig, Wilfried: Railway in the border triangle, part 1 . 2010, p. 75, 94 .
  3. ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 81 .
  4. ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 81 f .
  5. ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 82, 94 .
  6. ↑ a b c d e f Rettig, Wilfried: Eisenbahn im Dreiländereck, part 1 . 2010, p. 82 .
  7. ↑ electrical-bahnen.de: electrical railways . Retrieved September 25, 2012 .
  8. ^ Eisenbahn-kurier.de: Electric train operation in Silesia . Retrieved September 25, 2012 .
  9. ↑ rbd-breslau.de: Opening dates of the electrified lines in Silesia . Retrieved September 25, 2012 .
  10. ↑ Rettig, Wilfried: Railway in the triangle, part 1 . 2010, p. 77, 82 .
  11. ↑ Rettig, Wilfried: Railway in the three-country corner, part 2 . 2011, p. 180 .
  12. ↑ jelenia.rail.pl: Historia kolei w Jeleniej Górze i okolicy (Polish). Retrieved September 26, 2012 .
  13. ^ Waldemar Bena: Lubań wczoraj i dziś . Lubań 2005, p. 104 .
  14. ↑ kolejedolnoslaskie.eu: Jelenia Góra - Zgorzelec - Węgliniec . (No longer available online.) Archived from the original on August 31, 2012 ; Retrieved September 24, 2012 .