Szczecin Dąbie – Szczecin Turzyn railway line

Szczecin Dąbie – Szczecin Turzyn
Route number :	351 Szczecin Dąbie – Wstowo 432 Wstowo – Szczecin Turzym connecting lines 428 Szczecin Dąbie – Szczecin Podjuchy 855 Szczecin Port Centralny SPA – Regalica 854 Szczecin Dziewoklicz – Szczecin Port Centralny SPB 851 Szczecin Gumieńce – Wstowo 433 Szczecin Główny – Wzgórze Hetmańskie - Gumieńce
Route length:	15,342 km
Gauge :	1435 mm ( standard gauge )
Power system :	3 kV  =
Legend from Świnoujście (Swinoujscie) and Stargard 198.491 Szczecin Dąbie (Old Dam) to Stettin main station (until 1945) 200.100 Szczecin Kijewo to Sobieradz to Sobieradz 201.165 Szczecin Zdroje 201.929 Szczecin Zdroje p.odg (Buchheide) from Kostrzyn Szczecin Podjuchy Regalica 204.079 podg regalica to Szczecin Główny 207.928 podg Szczecin Dziewoklicz (Jungfernberg) Or 209.627 0.000 podg Szczecin Wstowo (Güstow) Connection to the electricity company Casekow – Penkun – Oder railway from Szczecin Główny Szczecin Gumieńce (barn) to Pasewalk and Berlin 1,939 Szczecin Wzgórze Hetmańskie (Cossack Mountain) from Szczecin Główny 4.204 Szczecin Turzyn (Stettin-Torney) to Trzebież

The 15.3 km long, double-track electrified railway line Szczecin Dąbie – Szczecin Turzyn (Altdamm – Torney) in north-western Poland is the centerpiece of a railway connection that was established in the 1930s as a freight line to Stettin and forms a half-ring in the south of the Polish port city of Stettin (Szczecin). It is connected to other routes via a series of connecting curves.

history

prehistory

Szczecin was connected to the Berlin-Szczecin Railway in 1843 . The station, which later became Szczecin Central Station and today's Szczecin Główny Station , was built south of the city center just before the bank of the Oder . In 1846 the Berlin-Stettiner-Eisenbahngesellschaft extended the line over the Oder to Stargard . In the following years there was initially a connection to Posen and in 1859 a branch to Köslin , which was extended to Danzig in the following years . The route to Pasewalk followed in 1863 . In 1882 a connection was established from Altdamm station east of the Oder to Gollnow , which was later extended to the Baltic Sea. In 1898 the line to Jasenitz was built in the west of the city , which received a number of train stations in the Szczecin suburbs. In 1910 this route was extended to Ziegenort . The only connection between the lines in the west and east was the line through the Szczecin Central Station over the Oder and through the main freight station in the port (today Szczecin Port Centralny).

The main station itself was no longer expandable because of its location between the Oder and the city. Again and again there were plans for an expansion of the Szczecin train station facilities, for which their fundamental redesign was necessary. Plans from the time after the First World War included large freight stations in the south-west south of Scheune and in the east of the city, and a new central passenger station in the Torney area west of the city center was under discussion. The prerequisite was the construction of a second Oder crossing in the south of the city.

The freight connecting railway

As early as 1923, 100 million marks had been approved for the construction of the Stettin freight line. However, the construction of the line was delayed. As a first step, a connection was established in 1931 between Scheune (now in Polish: Szczecin Gumieńce) on the routes to Berlin and Pasewalk and Stettin-Torney (Szczecin Turzyn) on the route to Ziegenort. This connected the west of the city, where a number of industrial plants were located, directly to Berlin.

The main parts of the freight bypass were inaugurated on May 15, 1936. The centerpiece was a double-track main line from Altdamm with bridges over the Ostoder (Große Reglitz) and the Westoder to Güstow, where the line split towards the barn and the Kosakenberg block. In Kosakenberg (today: Wzgórze Hetmańskie) there was a connection via the already completed connection to Torney.

Further connections, some as a single-track main line and some as a branch line, were built south of the new Buchheide station on the Wroclaw line out of town to the Podejuch station (Szczecin Podjuchy) and from Jungfernberg towards the freight station, so that it can be reached from the west via the new line without having to go to the main train station.

In the following years, the network was completed with a connection from Kosakenberg towards the main train station.

Development after 1945

After the new border was drawn as a result of the Potsdam Agreement , the area around Stettin came in 1945 and with it the entire route to Poland. Since the bridges of the old route from the main train station to Altdamm had been destroyed towards the end of the war, the northeast part of the bypass route took all traffic from the east via Altdamm, now Szczecin Dąbie, into the city. Until 1948 the trains ran to the Szczecin Gumience station, from where they only reached the main station after changing direction . Connections at Regalica and Wstowo made direct trips to the main train station possible again later.

Residential areas were created in the Wzgórze Hetmańskie area. The station was expanded into a passenger station. There was a locomotive depot there, which had its origins in a railcar hall built there in 1938. The stops in Wstowo and Dziewoklicz were served for a few years after 1945 and were later closed. In the 1960s, the Zaborsko station, formerly Buchheide, was closed and the new Szczecin- Zdroje station was built about 800 meters away.

In 1978 the section from Szczecin Dąbie to Wstowo and on to the main train station was electrified, later the other sections followed.

After 2000, the second track between Wzgórze Hetmańskie and Turzyn was closed due to the decline in traffic.

traffic

Szczecin Turzyn railway station, the end of the line at the confluence in the direction of Trzebież Szczeciński

Parked electric multiple units in the Szczecin Wzgórze Hetmańskie railway station

Initially, the route was primarily used for freight traffic, but was used for local passenger transport from the start. Initially, it was used for excursion traffic, for which stops in Jungfernberg and Buchheide were set up. Accordingly, a number of trains ran mainly in summer, some only on weekends. At first, the trains only ran between Torney and Altdamm. In 1939, with the construction of the new connection from Kosakenberg to the main station, some of the trains were directed to the main station. The course book contained the route with its own table in the course book, which led from Stettin-Zabelsdorf (now Niebuszewo) north of Torney on the route to Ziegenort or Stettin Hauptbahnhof via Pomorensdorf (also on the Ziegenort route) to Altdamm. On Sundays in summer five pairs of trains ran between Zabelsdorf and Altdamm and two or three trains from the main station; some trains from Zabelsdorf ran on weekdays in summer. With the outbreak of war in 1939, the excursion traffic was stopped. In 1940 a Wehrmacht express train ran on the route, which led from Posen via Altdamm and Scheune to Hamburg.

After the end of the war, the line initially took on all passenger traffic to Szczecin, which is now Polish. A few years after the end of the war, the bridge over the West or at the main station was rebuilt. The direct route from Szczecin Dąbie via Finkenwalde (Szczecin Lotnisko) was not rebuilt. Since the end of the war, the eastern part of the line has been used by all trains in and from the direction of Szczecin Dąbie. Some of the trains in the direction of the main station and the freight trains to the port leave the bypass at Regalica and take a connecting curve on the route from Kostrzyn in the direction of the city and port. The other trains to the main station such as the freight trains to Gumience and to the west of the city or to the chemical plant to Police use the bypass route over the entire or almost the entire length.

Until the 1990s, individual passenger trains from the east ran over the bypass route due to capacity bottlenecks and ended at Turzyn or Niebuszewo station instead of at the main station. In the years that followed, however, a number of local transport routes were thinned out so that the main station's capacity was again sufficient to handle all passenger traffic. With the cessation of passenger traffic on the line to Trzebież Szczeciński, the Szczecin Turzyn station completely lost its passenger traffic. The Szczecin Wzgórze Hetmańskie railway station has only been used for purely operational purposes since around the year 2000.

course

The rail network of the city of Szczecin ( Stettin )

Signal box in Wstowo (Güstow)

route

The route forms a half-ring in the south and west of Szczecin. From the Szczecin Dąbie train station, it runs in a south-westerly direction. Shortly after the train station, the former direct route to the main train station branched off. The first stopover is the Szczecin Zdroje train station with three platform tracks. The route turns to the west and crosses the eastern branch of the Oder, called Regalica (Great Reglitz) in Polish. Behind the bridge is the Regalica junction, to the west of which the Wrocław – Szczecin railway crosses the line. Parallel to a connecting canal and a bypass road, the Oder meadows are crossed for several kilometers. To the west of the bridge over the main arm of the Oder (also Westoder, Polish Odra Zachodnia) is the Wstowo depot. In this area, the narrow- gauge Casekow – Penkun – Oder small- gauge railway ran under the bypass line until 1945 . To the west of it, the Berlin-Szczecin railway line is crossed. The Wzgórze Hetmańskie station, which was also used for passenger traffic until shortly after 2000, consists of a house platform and an island platform, which are connected by a pedestrian bridge. The locomotive depot connects to the northwest. To the north, the route runs parallel to the route from the main train station, before it joins it at Szczecin Turzym train station.

links

Szczecin Gumieńce railway station, from here two connecting curves lead to the route

There are a number of connecting tracks to other routes:

• south of Szczecin Zdroje to the south to Podjuchy towards Kostrzyn.
• at the Regalica junction to the northwest to the Szczecin Port Centralny SPA junction.
• from Dziewoklicz north to the Szczecin Port Centralny SPB junction. The more than 5 km long connection route enables journeys from the west to the freight and main station.
• in Wstowo on the Berlin-Szczecin railway line both in the direction of Gumience and in the direction of the main train station.
• in Wzgórze Hetmańskie from Szczecin Gumience and to the main train station. The latter connection initially leads to the northwest and crosses the bypass.

The many connections have created a number of travel options. Between Dąbie and the main train station, the trains either leave the bypass in Regalica and take the railway line from Kostrzyn to Port Centralny and continue towards the main train station from the northeast, or they stay on the bypass train to Wstowo and reach the central train station from the south-west. Both variants are used in passenger transport.

There are three different variants between Gumieńce and the main train station, which were used in passenger transport until around the year 2000. Most trains from Germany use the direct connection. Individual domestic passenger trains, however, passed through Wzgórze Hetmańskie. Some trains in the direction of Germany drove to save the relocation of the locomotives in the main station, from there via Port Centralny and in a loop via the Dziewoklicz branch to Gumieńce.

literature

• Peter Bley: Railway junction Stettin / Szczecin. 170 years of railway history on the lower Oder. Verlag B. Neddermeyer, Berlin 2009, ISBN 978-3-933254-97-9 .
• Ryszard Stankiewicz and Marcin Stiasny: Atlas Linii Kolejowych Polski 2014 . Eurosprinter, Rybnik 2014, ISBN 978-83-63652-12-8

Web links

• (Poznań) –Szczecin Dąbie – Wstowo– (Szczecin Główny) and Wstowo – Szczecin Turzyn on kolej.one.pl

Individual evidence

1. ↑ Zentralblatt der Bauverwaltung , hrzg. from the Prussian Ministry of Finance, Volume 43, No. 15/16, Berlin, February 21, 1923, p. 90
2. ↑ Epoch II Chronicle , Internet source, accessed on September 20, 2009
3. ^ German course book summer 1939, table 111a
4. ^ Deutsches Kursbuch 1940/41, Table 124a