Debrecen – Sighetu Marmației railway line

Debrecen – Sighetu Marmației
Railway station in Debrecen
Route length:	227 km
Gauge :	1435 mm ( standard gauge )
Legend from Szolnok from Füzesabony and from Tiszalök from Derecske 0 Debrecen 3 Debrecen-Szabadságtelep 7th Debrecen condoros 11 Nagycsere 15th Haláp 21st Vámospércs 26th Szentannapuszta 30th Nyírábrány Hungary / Romania border ~ 32 Dealul Bran from Oradea 39 719.816 Valea lui Mihai 726.096 Curtuieșeni 733.844 Resighea 739.121 Sanislau 744.195 Marna 751.009 Carei to Mátészalka to Zalau 760.934 Domăneşti 764.776 Moftin 767.504 General Gheorghe Avramescu 777,388 Sătmărel from Mátészalka 783.891 Satu Mare Sud Someș 787.053 Satu Mare to Fehérgyarmat to Baia Mare 792 Ramificația Botiz 799.828 Micula Door 805,450 Porumbeşti 809.575 Halmeu ~ 811 ~ 21 State border Romania / Ukraine ~ 19 Newetlenfolu (Неветленфолу) ~ 11 Tschornotyssiw (Чорнотисів) ~ 8 Sassowo (Сасово) ~ 4 Hudja (ukr. Гудя) to Batjowo / Tschop 0 69.1 Korolewo (Королево) 71.5 Karjer (Кар'єр) Tisza 74.1 Velyka Kopanja (Велика Копаня) 75.3 Rokossowo sp 77.7 Rokossowo (Рокосово) Rika 83.4 Chust sp 85.4 Khust (Хуст) 91.0 Boronjawa (Боронява) 93.8 Sokyrnytsja (Сокирниця) 96.5 Stebliwka (Стеблівка) 104.1 Bushhtyno (Буштино) Tereblja 106.4 Ruske Pole (Руське Поле) 111.8 Tyachiv (Тячів) 118.4 Bedevlja (Бедевля) Tereswa 121.4 0 Teresva (Тересва) Tereswatal forest railway (closed) after Velykyi Bychkiv ~ 6 ~ 203 Tisza (Ukraine / Romania border) 207.950 Câmpulung la Tisa 213 Sarasau 216 km 216 Iza 219.89 Sighetu Marmației to Ivano-Frankivsk

The Debrecen – Sighetu Marmației railway is a railway connection in Hungary , Romania and the Ukraine . It runs in the northeast of the Great Hungarian Plain and in the valley of the river Tisza .

history

During the construction of the line, the region was on the territory of Hungary within the Habsburg dual monarchy .

In 1857 the railway line from Szolnok to Debrecen was opened by the Tisza Railway. In the course of the development of traffic in Hungary, after the Austro-Hungarian Compromise in 1867, the Hungarian government wanted the country's outskirts to receive railway lines; Sathmar and Máramaros counties also belonged to these regions .

In 1868 the Hungarian government granted a concession to build the line from Debrecen via Szatmárnémeti (today Satu Mare ) to Máramarossziget (today Sighetu Marmației ) to a consortium under the German-Jewish entrepreneur Bethel Henry Strousberg . This began work quickly. In 1870 Strousberg had the opportunity to sell the concession at a profit to a banking group under the leadership of Union-Bank in Vienna.

The route was opened in several sections from west to east:

• Debrecen– Nagykároly (now Carei ) on June 5, 1871
• Nagykároly– Szátmarnemeti (today Satu Mare ) on September 25, 1871
• Szátmarnemeti– Bustyaháza (today Buschtyno ) on June 16, 1872
• Bustyaháza– Máramaros-Sziget (today Sighetu Marmației ) on December 4, 1872

The operation was taken over by the private railway company of the Hungarian Northeast Railway , a formative member (and until 1875 deputy director) was the later Hungarian Prime Minister Kálmán Tisza .

In 1890 the Hungarian Northeast Railway and with it the route described here was nationalized and taken over by the state railway company MÁV .

During the First World War , the railway line was of great strategic importance because numerous military transports carried it to the Eastern Front, which ran through the Carpathian Mountains .

Railway train at Khust

In the following decades, the route experienced a checkered history due to frequent border inspections. First of all, the Austro-Hungarian state disintegrated at the end of the First World War. The railway line was divided into four: the west - d. H. the section from Debrecen to Nyírábrány - remained with Hungary, the section from Carei to Halmeu came to Romania. Then came the track at Djakowe on Czechoslovak territory to between Teresva and Câmpulung la Tisa to lead back to Romania.

In the First Vienna Arbitration Award in 1938, Hungary was awarded Carpathian Ukraine by Czechoslovakia. The railway line crossed the Hungarian-Romanian border three times. 1940 had to Romania in the Second Vienna Award u. a. cede the region around Satu Mare and its part of the Maramures to Hungary, so that the entire railway line came under Hungarian control again for a few years. After the end of the Second World War , the victorious powers re-established the borders before 1938 - with the difference that this time Carpathian Ukraine no longer fell to Czechoslovakia, but to the Soviet Union .

The Soviet state railway company SŽD converted the tracks from standard gauge to broad gauge (1520 mm) in their area . This also affected the section between Câmpulung la Tisa and Sighetu Marmației, which at that time had no connection to the rest of the Romanian railway network. The latter changed in 1949 with the construction of the Salva – Vișeu de Jos line . However, it was not until the beginning of the 1990s that standard gauge tracks were set up between Câmpulung la Tisa and Sighetu Marmației in addition to broad gauge tracks. The section from Halmeu to Korolewo also has four rails; here and on to Tschop on the Ukrainian- Slovakian border, standard-gauge railways can also run.

With the collapse of the Soviet Union in 1991, the previously Soviet part of the railway line fell to Ukraine and is served by the Ukrzalisnyzja state railway company.

Todays situation

The line is single-track and not electrified. On the Hungarian section from Debrecen to Nyírábrány there are around ten passenger trains per day in each direction, three of them in cross-border traffic to Romania. The Romanian sections from Carei to Satu Mare and from Satu Mare to Halmeu are used daily in each direction by around seven to ten passenger trains (mostly local traffic). In contrast, there is currently (2009) no passenger traffic in cross-border traffic from Halmeu to Newetlenfolu and from Tereswa to Câmpulung la Tisa, although the resumption of this is under discussion. In the Ukraine there are only a few passenger trains between Newetlenfolu and Korolewo; The section from Korolewo to Teresva is somewhat more frequented.

Web links

• Pictures of the Korolewo – Tereswa section

Individual evidence

1. ^ Adam Wandruszka et al .: The Habsburg Monarchy 1848–1918: Economic development. Edited by Alois Brusati. Publishing house of the Austrian Academy of Sciences, 1973. p. 291
2. ^ Carsten Burhop: The credit banks in the early days. Franz Steiner Verlag 2004, ISBN 3-515-08413-4 . P. 218
3. ^ Ferenc Horváth, Mihály Kubinszky: Vasúttársaságok építkezései a Bánságban. Müszaki Szemle, No. 24
4. ^ András Gerő: Modern Hungarian society in the making. The unfinished experience. Central European Univ. Press, Budapest 1995, ISBN 1-85866-024-6 . P. 140
5. ↑ Viktor Röll: Enzyklopädie des Eisenbahnwesens, Volume 10. Berlin, Vienna 1923. P. 71
6. ^ Branch Line News International ( ISSN  1354-0947 ), accessed May 22, 2009