Sighetu Marmației – Ivano-Frankivsk railway line

Sighetu Marmației – Ivano-Frankivsk
View of the route in the Carpathian Mountains
Route length:	185 km
Gauge :	1435/1520 mm
Legend from Debrecen 219.89 Sighetu Marmației 221.82 Cămara Sighet 226.30 Tisa 228 Crăciuneşti by Velykyj Bytschkiw 231.95 Bocicoi 234.08 Lunca la Tisa from Borșa 244.74 156.2 Valea Vișeului State border Romania / Ukraine ~ 151 Dilowe (Ділове) Tisza 143.4 Berlebasch (Берлебаш) Tisza Wilschanka (Вільшанка) 134.5 Rakhov (Рахів) Tisza Usteriky (Устеріки) Tisza 127.2 Bilyn (Білин) Tisza 120.6 Kwassy (Кваси) Tisza Tisza Tisza 111.8 Svydovets (Свидовець) 107.3 Yasinia (Ясіня) 101.1 Laseschchyna (Лазещина) Laseschchyna Jablunyzkyj tunnel , former Hungary-Austria border 91.0 Voronenko (Вороненко) Pruth 84.9 Vorokhta (Ворохта) Pruth Prutez 78.0 Tatarov (Татарів) 68.9 Mykulychyn (Микуличин) 62.4 Jamna (Ямна) Pruth Pruth 58.9 Yaremche (Яремче) 55.2 Dora (Дора) 50.5 Delatyn (Делятин) to Kolomyja 47.4 Lyubishnya (Любіжна) 41.1 Lojewa (Лоєва) 32.9 Nadwirna (Надвірна) 24.9 Tarnovytsia (Лісна Тарновиця) 19.3 Zuzyliw (Цуцилів) 15.8 Tysmenytschany (Тисменичани) 11.4 10 KM 8.0 Bratkiwzi (Братківці) 6.5 Druzhba (Дружба) from Chernivtsi from Husjatyn 0.0 144.2 Chryplyn (риплин) Bystryzja Nadvirnjanska 142.2 Bystryzja (Бистриця) 140.1 Ivano-Frankivsk (Івано-Франківськ) Bystrytsia Solotvynska Uhryniw (Угринів) to Stryj to Lviv

The Sighetu Marmației – Ivano-Frankivsk railway is a rail link in Romania and Ukraine . It runs in the valleys of the rivers Tisza , Pruth and Bystryzja Nadwirnjanska and overcomes a ridge of the Eastern Carpathians .

history

During the construction of the line, the region was on the territory of Austria-Hungary . The southern section of the connection was in Máramaros County of the Kingdom of Hungary , the northern section in Galicia and thus in the Austrian part of the country.

In 1866 the railway line from Lemberg via Stanislau to Chernivtsi of the Lemberg-Chernivtsi Railway was opened. In the Hungarian part of the country, the Debrecen – Sighetu Marmației (then Máramarossziget) railway went into operation in 1872 .

At the beginning of the 1890s, the Austrian and Hungarian governments agreed to build a railway connection across the Eastern Carpathians between the towns of Sighetu Marmației (in Hungarian: Máramarossziget ) and Stanislau (now Ivano-Frankivsk ). On July 1, 1892, Emperor Franz Joseph I signed the law for the construction of the Austrian part of the line (Stanislau – Woronienka). The cost was estimated at 9.8 million guilders . Construction and operation should be carried out by the state. The Austrian part was built from 1893 under the engineer Friedrich Bischoff von Klammstein and completed on November 20, 1894. The bridging of valleys with stone vaulted bridges was remarkable, after mostly wooden or steel constructions had been used in comparable buildings. During the construction there was a cholera epidemic among the workers , which necessitated the establishment of an emergency hospital by the Austrian Red Cross .

The Hungarian government passed the law to build the railway in 1891 and granted the concession a year later. The section from Sighetu Marmației to Kőrösmező (today Jassinja ) was opened on December 15, 1894. The last section was the line from Kőrösmező to the Austro-Hungarian border on August 15, 1895.

This meant that the entire route could be used continuously; the Austrian part was operated by the kk Österreichische Staatsbahnen , the Hungarian part by the MÁV .

During the First World War , the strategically important railway line was for a long time in the combat zone between Austro-Hungarian and Russian troops.

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 three parts: the north - d. H. the formerly Austrian (Galician) section - came to Poland , the south to Romania. The intermediate portion located between the stations Berlebasch and Yasinia on the territory of Carpathian Ukraine was the Czechoslovakia awarded and had no connection to the rest of Czechoslovak rail network. In 1928 an agreement between Poland, Czechoslovakia and Romania regulated the use of this line.

In March 1939, Hungary annexed Carpathian Ukraine. A few months later, the northern part of the route to the Soviet Union came through the German-Soviet non-aggression pact . In 1940 Romania had to cede its part of the Maramures to Hungary in the Second Vienna Arbitration . In 1941 the German Wehrmacht invaded the Soviet Union; On August 1, 1941, after the conquest of Galicia, the German occupation authorities founded the Lemberg Eastern Railway Directorate, which was subordinate to the Eastern Railway Directorate (Gedob). This took over the railway operations and thus also the northern part of the route described here. After the end of World War II , the Soviet Union annexed both Galicia and the Carpathian Ukraine, so that the northern and central part of the route was now on their territory. Romania got the south of the Maramures back.

The Soviet state railway company SŽD converted the tracks from standard gauge to broad gauge (1520 mm) in their area . Since the Debrecen – Sighetu Marmației railway line west of Sighetu Marmației near the village of Câmpulung la Tisa re-entered Soviet territory and the section from Valea Vişeului via Sighetu Marmației to Câmpulung la Tisaan had no connection to the rest of the Romanian railway network , this was converted to broad gauge after 1944.

In 1949, the Salva – Vişeu de Jos line went into operation. Romania had thus created a connection between its railway network and that of Maramures. As a result, the section between Valea Vișeului and Sighetu Marmației was equipped with four rails, so it could be used by both standard-gauge and broad-gauge railways. At the beginning of the 1990s, the Romanian railways also expanded the Câmpulung la Tisa – Sighetu Marmației section to four rails. Both border crossings can only be used by broad-gauge railways.

After the collapse of the Soviet Union in 1991, the Ukrainian state railway Ukrzalisnyzja with its company Lvivska Salisnyzja took over the operation of the Soviet railways in the northern part of the line.

Todays situation

The line is single-track and not electrified. The Romanian section between Sighetu Marmației and Valea Vișeului is part of the important connection between the Maramursch and Transylvania . There are currently around five passenger trains per day in each direction, including the night trains from Sighetu Marmației to Bucharest and Timișoara. In the Ukraine, around six passenger trains run between Rakhiv and Ivano-Frankivsk every day, two of which continue to Lviv.

Since 2007, flood damage has interrupted rail traffic in the Tisza valley south of Rakhiv . At the moment (2009) the reopening of border traffic is planned, but has not yet taken place due to political differences between Romania and Ukraine.

gallery

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  Railway station in Valea Vişeului

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  Bridge over the Tisza north of Dilowe

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  Yasinya railway station

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  Railway station in Vorokhta

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  Ivano-Frankivsk railway station

Individual evidence

1. ↑ Österreichisches Reichsgesetzblatt of July 1, 1892. No. 105.
2. ^ Hermann Strach: History of the Railways of the Austro-Hungarian Monarchy, 2nd volume. Publishing house K. Prochaska. Vienna 1898. p. 273.
3. ↑ Stenographic minutes of the Austrian rice council and the House of Representatives. Vienna 1896.
4. ↑ Website of the UNESCO World Heritage Rhaetian Railway, accessed on May 22, 2009  ( page can no longer be accessed , search in web archives )  Info: The link was automatically marked as defective. Please check the link according to the instructions and then remove this notice.  
5. ^ Alfred Lindheim: Archduke Carl Ludwig, 1833-1896. A picture of life. kk court and state printing house. Vienna 1897. p. 273.
6. ↑ Viktor Röll: Enzyklopädie des Eisenbahnwesens, Volume 7. Berlin, Vienna 1915. P. 59.
7. ^ Karel Beneš: Železnice na Podkarpatské Rusi. Nakl. dopravy a turistiky, 1995. p. 132.
8. ↑ Hermann Strach: History of the Railways of the Austro-Hungarian Monarchy 1. Volume. Publishing house K. Prochaska. Vienna 1898. p. 403.
9. ↑ Koleje małe i duże of January 24, 2007, accessed on May 22, 2009
10. ↑ Viktor Röll: Enzyklopädie des Eisenbahnwesens, Volume 7. Berlin, Vienna 1915. pp. 426–443.
11. ^ Edmund Glaise von Horstenau, Rudolf Kiszling, Maximilian Ehnl: Austria-Hungary's last war, 1914–1918. Publishing house of the military scientific messages. Vienna 1930. pp. 221, 263.
12. ↑ D. Turnock: Railway Network Development in inter-war Romania: Economic and Strategic Motives. In Geographica Pannonica 2003, issue 8, pp. 16-24.
13. ^ Branch Line News International ( ISSN  1354-0947 ), accessed May 22, 2009
14. ↑ Alfred Luft in: Dzherelo Train Ukraine, accessed on May 22, 2009 ( Memento of the original from December 8, 2009 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.