Pardubice – Liberec railway line

Pardubice hlavní nádraží – Liberec

Course book series (SŽDC) :

030, 031

Gauge :

1435 mm ( standard gauge )

Route class :

Pardubice – Jaroměř: D4
Jaroměř – Liberec: C3

Power system :

Pardubice St. n. – Jaroměř: 3 kV =

Top speed:

100 km / h

Dual track :

Stéblová – Opatovice nad Labem

Legend

	from Česká Třebová (formerly Northern State Railways )
0.622	Pardubice hlavní nádraží	225 m
	to Praha (formerly Northern State Railway )
	from Havlíčkův Brod (formerly ÖNWB )
	Elbe
2.739	Pardubice- Rosice nad Labem	220 m
4,710	Pardubice- Semtín	220 m
9,599	Stéblová	225 m
12.732	Čeperka	230 m
16,750	Opatovice nad Labem	230 m
	Connection elbow according to odb. Plačice
	from (Prague–) Chlumec nad Cidlinou (formerly ÖNWB )
22,342	Hradec Králové hlavní nádraží	235 m
	European route 442 (R35)
	to Ostroměř (formerly BCB )
	to Międzylesie (formerly ÖNWB )
26.718	Předměřice nad Labem	240 m
~ 29.0	Lochenice	240 m
	from Hněvčeves (formerly BCB )
33.206	Smiřice	250 m
35,150	Černožice	255 m
37.070	Semonice	265 m
39.699	Jaroměř formerly Josefstadt	260 m
	to Lubawka (formerly SNDVB )
41.904	Jaroměř zastávka	270 m
~ 44.4	Protectorate border 1938–1945
47.631	Kuks formerly Schlotten-Kukus	310 m
50.441	Žireč earlier apron	325 m
~ 53.3	Protectorate border 1938–1945
54.230	Dvůr Králové nad Labem	345 m
	Industrial railway to Dvůr Králové
60,804	Bílá Třemešná	380 m
~ 61.4	Protectorate border 1938–1945
67.240	Mostek used to be Mastig	450 m
69.870	Borovnička formerly Klein Borowitz	470 m
73.922	Borovnice formerly Groß Borowitz	510 m
	Vertex (watershed Elbe - Iser )
77.373	Horka u Staré Paky formerly Falgendorf-Widach	495 m
~ 78.1	Protectorate border 1938–1945
80.215	Levínská Olešnice	470 m
	from Chlumec nad Cidlinou (formerly ÖNWB )
84.891	Stará Paka	420 m
	to Trutnov (formerly ÖNWB )
	to Skalsko (formerly LB Sudoměř-Skalsko – Alt Paka )
~ 89.5	Bělá u Staré Paky	395 m
~ 92.9	Libštát	380 m
94.677	Košťálov	385 m
~ 99.0	Nedvězí	345 m
102.279	Semily	330 m
	Říkovský I tunnel (297.00 m)
	Říkovský II tunnel (307.00 m)
	Říkovský III tunnel (266.85 m)
	Říkovský IV tunnel (200.15 m)
	from Tanvald (formerly SNDV )
109.083	Železný Brod	285 m
	Líšenský tunnel (423.66 m)
~ 113.4	Líšný	280 m
~ 115.7	Malá Skála	275 m
	Rakouský tunnel (211.00 m)
	Iser Bridge
~ 120.7	Dolánky	265 m
	from Jičín (formerly LB Jičín – Rowensko – Turnau )
123.996	Turnov	265 m
	to Praha hl.n. (formerly BNB )
128.567	Doubí u Turnova (block post)	310 m
	Sychrovský tunnel (639.50 m)
132.074	Sychrov	340 m
132.281	Sychrov Viaduct (120.00 m)
	Sedlejovický tunnel (78.00 m)
133.9	Sedlejovice	350 m
135.283	Protectorate border 1938–1945
137.570	Hodkovice nad Mohelkou formerly Liebenau	375 m
143.376	Rychnov u Jablonce nad Nisou	445 m
	formerly Reichenau (b Gablonz)
	Rychnov viaduct
~ 147.5	Rádlo formerly Radl	480 m
	Vertex (watershed Iser - Lusatian Neisse )
149.758	Jeřmanice formerly Langenbruck-Hermannsthal	500 m
155.434	Pilínkov formerly Heinersdorf (Jeschken)	435 m
	von Tanvald (formerly RGTE )
	from Česká Lípa (formerly ATE )
160.359	Liberec formerly Reichenberg	375 m
	to Zittau (formerly K. Sächs. Sts. EB )
	to Zawidów (formerly SNDVB )

The Pardubice – Liberec railway is a railway connection in the Czech Republic that was originally built and operated by the kk priv. South-North German Connection Railway (SNDVB). It begins in Pardubice and leads along the Elbe and Jizera south of the Giant Mountains to Liberec ( Reichenberg ). Originally conceived as part of a new direct connection from Vienna to Berlin , today it is largely used only for regional traffic.

In the railway network of the Czech Republic, the route is fully classified as a national railway ("celostátní dráha").

history

Prehistory and construction

Route network of ÖNWB (black) and SNDVB (red)

On June 15, 1856, the imperial permit to build a railway from Reichenberg to Pardubitz was granted. The construction took place very quickly, on May 1, 1859 the entire route to Reichenberg was completed.

The short construction time is remarkable in view of the great difficulties that the construction of the railway in the valley of the Iser and in the Jeschkengebirge caused. Indeed, for instance in the Iserschlucht in Zelezny Brod ( Eisenbrod the plant several successive tunnel required over 1000 meters total length). At the time, this section of the route was often compared to an Alpine railway. The crossing of the Jeschke ridge was also extremely problematic. Here, too, the construction of several tunnels and two large viaducts across the Mohelka was necessary.

Opening dates

November 4, 1857: Pardubitz – Josefstadt
June 1, 1858: Josefstadt – Falgendorf
December 1, 1858: Falgendorf – Turnau
May 1, 1859: Turnau – Reichenberg

On December 1, 1859, the Saxon line from Reichenberg to Zittau was put into operation. This created a second cross-border connection between Bohemia and Saxony. The originally planned continuation of the line to Prussia did not succeed until the 1870s. On July 1, 1874, the line to the Prussian Seidenberg and thus the continuous connection to Berlin was completed. (See the Liberec – Zawidów or Berlin-Görlitzer Railway )

After nationalization

After the nationalization of the SNDVB, the line was transferred to the kk Österreichische Staatsbahnen kkStB on January 1, 1908 . After the First World War , the newly founded Czechoslovak State Railways ČSD took their place .

In World War II

After the Sudetenland was annexed to Germany in autumn 1938, the line between Liebenau and Reichenberg came to the Deutsche Reichsbahn , Reichsbahndirektion Dresden . In the Reich course book the connection was now included as KBS 160m Reichenberg – Liebenau – Turnau. The short sections between Jaromĕř and Dvůr Králové or Bílá Třemešná and Levínská Olešnice, which were also on German territory - which had no direct connection to other German routes - remained in operation by the ČSD and the Protectorate Railways of Bohemia and Moravia (ČMD-BMB).

After the Second World War

After the end of the Second World War , the route was completely returned to the ČSD.

On December 17, 1965, the electric train service between Pardubice and Hradec Králové began. In the early 1990s, the further line to Jaroměř was electrified. Electrical operation began here on April 7, 1993.

Freight train with class 753 in Turnov (2007)

In the 2008 timetable, the Pardubice – Liberec route was served by an express train connection every two hours. Passenger trains served the Pardubice – Jaroměř, Jaroměř – Jilemnice / Jablonec nad Jizerou and Nová Paka – Liberec routes. Here, too, there was a two-hour clock schedule, which was condensed into an hourly cycle in sections. Between Pardubice and Hradec Králové, there was a half-hourly passenger train service together with the express trains. The connection can be found in the timetables in two different timetable tables since the 1990s:

KBS 030: (Pardubice–) Jaroměř – Liberec
KBS 031: Pardubice – Jaroměř (all traffic)

On October 21, 2011, the Czech Ministry of Transport confirmed the project to modernize the Pardubice – Hradec Králové section for 1.4 billion Czech crowns . The goal is a double-track expansion of the line for a line speed of 160 km / h in order to enable passenger traffic there every 20 minutes.

The reconstruction of the Stéblová – Opatovice nad Labem section began in 2012 and was completed at the end of 2015. The construction work in the section Pardubice hl. n. – Stéblová are to begin at the same time with the modernization of the Pardubice station in 2020, the completion of the entire line is planned for 2022. The budget is now calculated at 5.5 billion crowns.